EXPERIMENTAL LOCOMOTIVES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00039R000200150012-1
• Release Decision: RIPPUB
• Original Classification: R
• Document Page Count: 423
• Document Creation Date: December 22, 2016
• Document Release Date: March 30, 2012
• Sequence Number: 12
• Publication Date: September 23, 1952
• Content Type: REPORT

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ExpejneUtal Locomotives
by F. Ya. Slavgor?odskiy
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STAT
STAT
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F. Yap SZAVGQRQDSKT~C
STATE RAI;WAY TRANSPORT PRESS
NOSCOW, 191.9
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This book gives a comprehensiVe description of the
most interesting experimental locomotives that have been
built or designed during the past two decades in the USSR
and abroad.
The book is addressed to engineer, technical and
practical workers in the locomotive field.
Technical Editors P. A. Khitrov
Typesetting commenced 14 February ).919
Proafsheets initialed for printing July 1919
Format 60 x 90 1/16 d. 1.
EDITORS: P. A. Gurskiy, S. V. Salenko
W ZhU1Z 1135'1 Printing order 29~
A06192 3000-copy edition -
First Printing Shop of TRAN"ZhEDDORIZDAT, MINISTRY OF TRANSPORT
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~'R~FACF
From the vary first days o~ public railroads down to the end
acomatlve in all countries of the
o;C the past Centuxy, the steam 1
world was the only type o~ railroad motive equipment' During that
down to our own times, it has under
eriod and the following period,
p
in design and proportions (weight, power,
gone substantial changes ~
m locomotive has lost all resemblonce
speedy etc) The modern stew
e the Stephenson
to the first locomotives like the ~herepanov typ,
though the pxinc~?Ple oi' construction
It Lo Como t~.on,t , ~~ Ro cket" , etc, al? ,
has remained unchanged.
the resent Century, the monopoly
During the ftxst years of p
e to an end. A more modem and. more
o ~ the steam to comot~ve cam
than the steam locomotive appeared on the
efficient locomotive th xeat-
omotive+ This was without doubt the g
scene the electric lac in
taken in the field oi' technical progress
eat forward stride ever ,xoading ?
train traction throughout the entire history ai rai7
decac~ee, transport machine construction gained
Dux a.ng wo ,
t
other mayor victory A locomotive form was created that in
yet an
a,
tractive properties yielded but 1 ttle to the electric locomotive.
d e sled, to the internal
as the reader must have alrea y
We refer, er~.od of lbw
five. During the relatively short p
combustion lacomo
20 yeaa^s, the internal combustion to comotiVe has gained. a very
both in the USSR and in other
considerable degree. of acceptance
countries ~,panon in railroad txansparta-
an~.c, d its relative part
in passenger service, is growing rapidly
tion, especially and stead.i~.y~
..
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0
e steam locomotive still continues in its preM
N?verthe7,ess th
wide/ employed farm off' railroad moti~-~e
dominant role, and is the most ~'
and most other countries o the worid?
power in use in the USSR
the fact that locomotive construction
This is mainly due to
has also achieved brilliant results durN
technology, for its pant,
ins this same period in improving the design o the standard types
s ecisely because oe this that the steam
oe steam locomotive. It ~ A
able up to now, to compete successfully
locomotive has always been ,
and internal combustion lacomotives
with both electric
I
I
s l that the steam locomotive complete y
Hut does thi p y ~
a~ modem railway operation and that
satisfies all the requ,isements
today there are no longer any problems off' steam traction?
Even in its most upMto~date design the steam
By no means/
lo motive has still not freed itself of the essential shortcomings i
i
that will be discussed in their proper place in this book and
which the highly developed transport of today is less than ever inM
dined to resign itself.
~5.
elr for this reason that scientific and tec o~
It is precis 3
s
a
-.---..r. -, -~ .
of the steam locomotive and also towards
towards further improvement ... F
.
the creation of fundamentally new types and designs of steam and
other locomotives.
It is hard to overestimate the results of this work,
decades. Thousands a:~ steam loci
especially during the past two
is constantly and energetically working
been and stir. a
h
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and the other countries of the wand
lagical thinking in the USSR
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~ r?Y8d (t0 ?n?
nixed or structura~~y '~
motives have. been mailer
or drawn, many ~Isns o~
dr?ds of deems aV? been
anoth?~'~ a many huri electric,
ink,?rna~ combu8ti0n various n?w typ?s ~ steam, electric, locomc~tiVSS sf motis) have
exper ^
steam-turban?, ~ '
. ~ asturbiri? 1,0co have oft6n deviated ~
trial 0perati0ns
een bui~.t and tested in
b standard locomOti?~
exists
ri from the
bs,sically in desig
These eced
Y~ese resti~l.ts have not been accidental. The to
prepare
served
teCrr-ol?gy
of transport has
'
course of developmen
e
ast labor of th creative
rolonged and steadf xs,
fOr thorn, as has the p designers and inv'ento
s engineers, technicians,
thought of schalar ~
before the October j
The transport techn 010 of ouXb country
resentata.ves
after it, and its best rep
and eapeCially
Revolution.,
of St ics one of the foremost
and pr event generations occup
s~ The outstand
pose ..
positions in this respect among the other countxie ent and
ience and technalogy in the developm
ing pos~.t~0n ?f ?~ sc in rolling stock, main M
technical improvements i
rea7.ixation of many established today'
definitely
tenance Qf Ways, operation etc, is ~ known examples re""
b only a few generali,y
Let us illustrate thi s Y zu oon.
on and locomotive constc
r txain trace.
~;atto
erheated steam in loco-
'r
perental work on the use of SUP
k;
vin
t effective method o f ~pro the trac
motive ~ !
s ~w this, the mas
ve ... Wad ~
k
. _. and.. thermal performance of a locamati first initiate
at expernta~. loco
, ,,Y'
untrYy and it was here: Russia
._ . , ._ _.,. d in England
j our ca
earn appeared before they di
es usifl Superheated St
mot~.v
the United States'
or
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motives have been modernied or structurally improved (to one decree or another), many hundreds o,t designs have been drawn, many dens of
experimental locomotives of various new types (steam, e3.eotric,
eamuturbine, gas turbine locomoUYes) have
internal combustion, st
trial operation, and have often deviated
been built and tested in
basically in design from the existing standard iocomotives.
These results have not been accidental. The entire p~ieceding
course of development of.' transport technology has served to prepare
for he prolonged and steadfast labor of thC~ creative
them, as has ~
thought of scholars, engineer, technicians, designers and, inventora.
The transport technologry of our country before the October
p,evolutian, and especially after it, and its best repregentativos
o:C pist and resent generations, occupies one of the x'oremost
positions in this respect among the other countries The outstandM
:i.ng position of our science and technology in the development and
realization of many technical improvements in rolling stock. main-
tenance of ways, operation, etc, is definitely established today.
Let us illustrate this by only a few generai:l.Y known examples re-
lating to train traction and locomotive mconstructionh
Experimental work on the use of superheated steam in loco-
the most effective method of improving the trac-
motives -- this,
e of a locomotive w00 Was first initiated
tive and thermal perfQrmanc
in our country, and it was here, in Russia, that experimental loco-
motives using superheated stern appeared. before they did in England
er
or the United States.
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? method ?~ ?xud o~ the traot~.vs charas~er-
'~?rimental st~' ~
Th
ation?'y conditions was
e steam 1ocOmOti' unc1$ ' st
istics o~ th
developed by B~~,~$ ~ and was borrowed from us
uss~.an traction apeO al
?
nat locomotive,~testin~ ~.abox'a
ra~,1roade, while a statio_ ry
by foreign
e er A. P. bore din a~ the K a v
set up by the Russian engt'-
dry was
a~ the 8o's o~ the past cents
a as early as the beginn
rail shop had such a labaraw
tury, at a tuna when not a singly other Country
tory?
m locomotive built in 1912 by the Lugansk
t
ea
E s
The Series t
reliaba.l,y
.~.
tiv e of its day in its economy,
plant was the best locomo air, as compared
of operation, and simplicity of maintenance and rep
in use an ~uxopean and
series of locomotives then
to all other
American railways'
a acities and talent. o~ the repre"
All this speaks fox the c p
alogy in the Meld o~ train
es of Russia transport tecY~n
sentativ env~.ronment and,
under the musty' and suerocati ng
traction ven
Russia they were able' to overcome
Conditions aprerevolutionary
and
the s ed railway bureaucracy to
luggishness of.' the dignif i of
nam
gy
g Russian transport technolo? The es
advance the cause o ,
.ists of the prerevolutionary
ECia3
such scientists and. traction sp ~ A? N ?
A P. 'Boradin, N. Ye. Zhukovsk~.y,
period. as N ? P ? petxov, ~orgatten in the
be
1' ,te and others, will not
Yep No ~
Krylov, be
Chronicles o: our transportation.
'n the postrevolutionary period,
As fox our achievements ~, c abroad.
not alone in the USSR but ~?~a
these are very well known,.
It will be enough if we pot ~. ? in this place to these models of
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Soviet locomotive canstruotion which are unsurpassed thrQUhout
all of: ~uropex the and IS steam locomotives; to the powerful
FD main fins internal combustion locomotives that we built and put into
service when they stir existed neither in Europe or America; to
the rapidly introduced series construction of electric locomotives
of firstclass design, and ticularly to the powerful twa~voltage
motives and motorcar sections, First in the world.
electric Zorn
Generalb.y ? known, too, are the roles played and services ren
scientists and highly qualified traction specialists
dared by Soviet
and internal combustion to comotive men) . It would
(steam, ele ctric
to refer to them all by name here, for we have many
be impossible
them. S. P. Syromyatnikov, D. A. Shtange, N, I.
hundreds of
Belokons, N I. Kartashev, 0. N. Isaakyan, K. A. Shishkin, Ya? M.
Gakkel , A. . Shelest, V. F? Yegorchenko, V. B? Medelt, P. V.
N
Yakobson, L. S. Lebedyanskiy, A. A. Poydo, A. A. Chirkov, I. V.
P it in, P. K. Konakov, L. M. Mayzel, B. D. Podshivalov, A. M?
Babichkov, A. M. SlomYanskiy, P. A. Crurskiy -~ these are only a few
of those whom I directly recall. All of them, each in their own
field, together with, and on a parity with, the other Soviet trac-
I have not named, have placed, and still continue
tion specialists
to place, their creative powers and abilities at the service of the
progress of our transport technolo~Y in the train-traction field,
and of the cause of improving the existing locomotive, and crewing
new and more perfected ones.
such forces, and of so intensively
Disposing as we do of
research institutes and enterprises both in
ramified a system of
the transport system and that of the transport industry, we
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e prerequisites for o'eating, ,tiring the next few years,
possess all h
even more efficient and perfected locomotives both of standard models
and of radically new types and designee
But as we solve this problem, we would be guilty of the eros-
sest error if we were to neglect and leave without proper appY' a cia-
Lion the creative energies of the collective, many thousands strong,
and technical workers, inventors and practical
of our engineering
traction specialists who are scattered over all the huge railway
USSR. Armed with knowledge and rich in productive
system of the
experience, they as well can and do make their own essential con?
tribution to this cause. It is only necessary to `assure conditions
under which this collective shal1 at all times be abreast of the
of their own national transport technology in the
accomplishments
field of experimental locomotive construction, and of the accomp-
lishments of foreign technology in that respect as well. This goal
can be attained by the regular exposition of technical inf orrra tion
circle of readers, and consequently in popular
addressed to a wide
form, in the shape of appropriate magaZifle articles, pamphlets and.
~books.
tiara does appear in the USSR, however, it
When such inf o rma
stemati2ed form, scattered among various
is as a general rule in unsy
journals, otten either over the head f this circle of readers or,
~?
on the contra~^y, undulY oversimplified, and thus in either case,..
...
this collective of engineering and techw
useless. In consequence ..
umbers no few talented inventors, is deprived
nical workers, which n
e in track of the rapid development of
of the possibility of ke p g s
ield and as a reult its member remain passive,
?~echnalogy in this ~' ~
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rsraquisites Ior creating, during the next few years,
possess all the p
erected locomotives both o standard models
even more eif icient and p
and o;t: radically new types and designs.
But as we solve this problem, we would be guilty o the gros-
east error i neglect and leave without proper app' ecia.
Lion the we creative were to energies of the collective, many thousands strong,
.
and technical workers, inventor$ and pr actical
01' our engineering
scattered over all the huge railway
traction specialists who are
system of the USSR. Armed with knowledge and rich in. oductive
experience, they as well can and do make their own essential con.
this cause. It is only necessary to assure conditions
tribution to
this collective shall at all times be abreast of the
under which
accomplishments of their own national transport technology' in the
ield of experimental locomotive construction, and of the accomp-
~
lishments o~ foreign technology in that respect as well. This goal
can be attained the regular exposition of technical informa tion
by
addressed to a wide circle of readers, and Consequently in popular
!Form, in the shape of appropriate ma~aZine articles, pamphlets and,
'
books,
When such information does appear in the USSR, how ever, it
' uns stematiied dorm, s cattered--among var~:aus
is as a general rule in ~'
W.
journal ver the head t'ca~r4le a~ readers or,
s, often either o _~?
on the contrary, unduly oversimplified, and thus in either case
this collective of engineering and tech-
useless In consequence
nits/ workers, which numbers no few talented inventors, is deprived
track of the. rapid deve]~opment of
of the poss~.b~lity of keeping technology' in this fields and as
a reult its member remain passive,
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at best, find themselves in the position of "inventors" of
ors
thin&s that have long stnee been invented.
In writing this book the author aimed to Liii in, to some
alight extent, this gap in our technical railway literature.
In conclusion it still remains for me to say a few words on
of this book and the form in which it is set forth.
the substance
To mirror all the achievements of modern transport technology
(at home and abroad) in the construction of experimental locomotives
would mean describing scores if not hundreds of modernized, improved
design. and radically new types and designs of locomotives, both
those actually built and those still on the drawing" boards.
I
Such an objective involved peculiar difficulties. It became
; either to increase the volume of the book many
necessary to choose
times over, or to confine oneself for each separate object to only
handbook character, shorn of the necessary detail and
short data of
elucidation. The first alternative would hardly have been expedient,
,
given the original specialized purpose of the book. And to adopt
the second alternative would turn the book into a peculiar, dry-as-
dust, official reference book and would not at all have made it a
repository of the effective technical information of which we were
spakirig.
was therefore left no choice. but to reject both alterna-
I
and choose instead the middle road of illustrating these
tives
accampl only by single examples of greatest demonstrative
~.shments a
force.
r~ :, ,.,... ,. ;~-i E, . ~, e.. v rqr e!,';: .i. .?. , ~. I ,:,. ,i ? ., '~..~.; , ,., ,. .~, .. d'.i: i S{, iy .t: ';y'; ! L i ~ v ")4. .~,.
.. +~ ! Is .I:a,.a A o. ! :r. ~ i ~q '~ tr :?:'.I. irk 4?, r i i ;Ipf ,d .{
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:
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.~~., . . s'I .sh:al ;c^ I u .r.
? ?p ( ! ~ ~a d v c ;7,' lel 9 11 e ': ~ ~a': I :., , ... ,r
ppe'~~~WIiT9
il~Af~l
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.a w J~ V...yF
F. 19. lavgorodskiy
a
re included oily exp?r,thnental ~.vcontp-
Thta book has th?r?~o
for
ox racioally' novel trpea. As
tivea oi' cnoa^e or leas ortgin~l
el' been moda~^n~.~~ ad, or ~mpxoved
hoar locomotives which have mer Y
de x80) ~ only a Lew USSR examp~.e8
in design (in gxes,te~r or lesser ghave been des
cribed by way o1 exeepons
In spits o~ this etforc?d restriction in stop?,r,.the reader
to become acquainted with all the new
will nevertheless be enabled
in expeximerital locomotive eonstruc..
ideas and cuxrent tendencies filled
to me that this book has fulf
Linn, and. eonsequen'tly it seems
its specific purpose.
one more remark should be made
Finally
in this book to elucidate a good
It has not proved possabl~a ~ ~.
ber o~ major pz'oj eels carried out in the USSR on the des~.gn and
num M
men t ~ or the new, high.. effi ci ency 1oco
expex~antal study of equip
motives of original design.
r.M
r Y:, t t } I, tr ~ ?{
, r r. s 1 " i . ; r R J ('? a' r L,h r j
.1 ,..;. ,. ,...q: r ? ~,. ... ,.u , r , ... I. :f . . :: r ? . r, r .y i !r' t ,} tv'pp yy
1
.r..l
'I I
1
4 I
i r I r:' 1
n r a I
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iNT1~ODUCTION
aordi multiplicitY ~.n the t~8 and d48i~s o~
The ext.-
actually cons trusted or maxe~.~' design?d
the experimental ~.ocomvtives a untries of
during the past ona and a half or two decades in many c0
th world, ina7.udtng our own USSR, y
es~~
a ~. ~'tendenci
it by any means depend on the persana
chanca, nor noes
It is based on mot~,aos of prv~vundlY
or anQ designar or thc~ next acomat~.ver~
p racter~ Any onp off: these ~
xacticaand ut~.l.itar~.an eha ~ om ~.etely
,ants of the solution o the problem o~ c p
is one of the vat nand
r.,~,s,lly eliminating certain of khe shortcomings in des~g
or pa locomo~t~,ve ty~ s.
aracteristies of the existng
operating ch
s th e mo a~t subs ~tanti~ of
the steam loromota.ve that
It is
these shortcomings. Much en spoken of these shoxtcoma.ngg,
is o~'t A nals ~ n d the
t ten about them in books ar~I jo~
much . ~.s often Wz' it fete e~,imination pas w
aturally arises; is thee' comp
question very n of this type of ~.acomow
sable in the process oS further jprovement oS
S still to be ~ollawed?
basic principle o its design
five if the
es that a complete].Y def i_
It goes without saying, of cod's this que5-
swer can hardly be given t
nice positive or negative
tion? The is that
the only statement that does seem has
period that
e o:E the very protracted per
during the ente coots
guns before xtrue of the last three or
?~. and this is paxticula.Y
rovemen~k,s-
~p
st fruitful of all in
four decades,. which have been ma _ in doing this.
of design -- it has not been possible to succeed i
current tsndencies in the c?n-
is accounts tan for the.
th
plainly ves to abandon the orthodox
~ .~- ~ocomoti fox
struction o exper~monta
iCa~,~ new forms of design
Stephenson pattern and seek out xad
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locomotive. To a certain extent as well, analogous ten-
the steam
dencies are observed in experimental construction o internal coin-
bustion and electric locomotives.
experimentalu-locomotive construction is proceeding
Current
mainly along t11e f ollowing pathS
Improvement of the tractive and thermal performance oaf the
the temperature of the superheated
steam locamo tiVe by creasing
utilization of the heat of the exhaust steam and
steam, by 11~ Ximum
the feedwater and the air drawn into the fire
gases for preheating
box, by various improvements an the exhaust nozzle or its replace-'
efficient exhaust fan, by various modifications in
ment by the more
engine itself, and of the boiler, and
the design of the locomotive
other improvements, without encroaching on the
by agood number of
principle of locomotive design as a whole, as represented by the
standard to coma tive that exists at the present day.
Attainment of better tractive thermal properties and opera..
t].ng characteristics of locomotives by the use of new types of
and also by introducing variations in the design
boa.le rs and engines
of their individual components.
Production of ha.ghwpressure steam locomotives and use of
high superheat temperatures.
.~ ._ ~ .._ ~ vain turbine or a combination of steam
Employment of the steam
turbine and steam engine for tractive purposes, for steam at low or
or without condensation, and using electric or
high pressure, with
hydraulic transmission.
?10-
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locomotive. To a certain extent' as well, analogous ten-
the etesrn
dencies are observed in experimental construction o internal corn'-
bustion and electric 1ocomotiYe9:
Current experimenta1-10c0m0tive construction 3.s proceeding
mainiy along the following paths
the tractive and thermal performance of the
Improvement of
steam locomotive by increasing the temperature of the superheated
utilization of the heat of the exhaust steam and
steam,. by maximum
gases for preheating the feedwater and the air drawn into the fire-
box, by various improvements in 'the exhaust nozzle or its replace-
ment by the more efficient exhaust fan, by various modifications in
the design of the locomotive engine itself, and of the boiler, and
by a goad number of other improvements, without encroaching on the
principle of locomotive design as a whole, as represented by the
that exists at the present day
standard locomotive
of better tractive thermal properties and opera-
~tang Attainment characteristics of locomotives by the use of new types of
and also by introducing variations in the design
boilers and engines
of their individual components.
Production of high?pressure steam locomotives and use of
high superheat temperatures.
tear>t turbineOr a combinat~Oteam
Employment of the
turbine and steam engine for tractive purposes, for steam at low or
.
high pressure, with or without condensation, and using electric or
hydraulic transmission.
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daptation of existing locomotives to operate on gaseous
~
and oons tru~tion o new gash generator or gas"
fuelor the design
holder locomotives.
on of internal combustion locomotive design by
Simpliftcati
intermediate links in the power transmission system,
eliminating
their wsight, first cost and operating cost.
and also by reducing
turbine as the tractive engine, using
Employment of. the gas
electric or hydraulic drive.
Design and construction of electric locomotives with trans
at industrial frequefC' (~O cycles) to
formers to take current
simplify the etationa installations and reduce their coat.
rY'
the material descriptive of the individual 1ocomo '
All of
tives or plans fox them that have appeared during the 'ast two dec-
ades, have been arranged by us into Parts in roughly the above
sequence.
$o as to make it easier for the reader to evaluate critically
deli n and operating characteristics of any
the accomplishments in g
one of the experimental locomotives described, each Part begins with
under the heading t, General. information",
a short introduction
r and the practical meaning of, devia-'
explaining the motivations fo ,
' nd
a
Lion from the old standards and norms
of the transition to the new.
..w,,,.... .-.rr -../" ..
..... -
11
in locomotive cons tructa.an
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AMR' ONE
MOD RNIZEA STEAM L0001!4T v s
q~N1 RkL TNT'~RMATxQN
o Amot~.ve Cqrgtxuctton dispos a8
The mqd?rn teChnAlo~Y Of
a wade xange of methods and means ,for improv~nf~ to vary'in~
of
hatacterts't~.ce of the ex~.et~.ng
extends, the txactave~tharma,l c ? .Chase
1.ves ~ The most of f ir,~.ene of
standard types of steam locomo ~
are
Increasing tha superheat temperatures
Praheaein~ the f eedwaier;
preheaei~ the air delivered to the firebox;
.
ton of pu1veri~ed.c0al burning;
Introduce
no Lzle by exhaust f ans
~,ep~ cin~; the exhaust
The 'on of a locomoeive by any of
I e ampro vement . o r mo derni z ate. termed thermal moderniz a't~.on, and may
these methods is customar~.1Y Lance, with
trees results ~ Thus, for ins
yield very cons~derab~.~ con under certain
increasing the superheat meYY
respect to fuel economy,
~ ercent~ feedwater
el cansumptian as much as ly p
conditions' reduce fu atin.~ by up to
as g?1Q percent, air prepe
preheating by as much
2q percent, an exhaust fan
ver3.zed-coal frin~ ~ up t0
g Cent, pul
t and even more., than that.
by up.. to ,~ perceri ~
It i ply ~a~ic?~n ,. o:~ ...a~eee~ .. ...
is entirely obv3.ous that the ap
it is called' multiple
methods of modernization as a unit, or as
modernization more
of a to cgmoeive, onfir~ d by
t s. This statement has already been c
noticeable resin
12
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practical ex erlence. A locomotive of the E aeries that had
undergone multiple modernization showed an average fuel saving ire
19l~2 test operat the USSR, amounting to 20 percent. On the
~,on, in
basis o~ this experience it was eaiculated that the capital expense
our entire locomotive stock in this way would be
of modem iNing
repaid by the fuel savings in about ha1f a year.
The question very naturally arises$ why are so effective
modernizing locomotives not used on a large scale?
methods of
are various reasons, both technical and economic, for
There
this.
Ii the first place, the modernization of the entire locomo-
five stack would require the expenditure of urge sums and the cones
sumption of much metal, labor power, etc.
In the second p:a ce any form of such modernization would
~
involve complication (often a very serious one) in the design of
the locomotive as a whole, which would be a very serious drawback
conditions of railway service; and under certain
under the specific
this disadvantage might wipe out.all of the gains from
conditions
the use of the modernization in question.
the faults of design and the imperfections of compo-
Finally
nents of the equipment is a substantial factor that operates to re-
Lard such modernization rr whether such faults and imperfections
concern the f eedwater heaters, air preheaters, steam superheaters
or smoke-suction instal)a tion connected with such modernization.
discussed in their proper place, but at this
Such faults will be
out that the creative thought of the
time we may merely paint
13"
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eke for, and w.1i undoubt?d.y
d?911ax and inVentor rnuat seas
on~~sex ~ 6'im~.nating them. When they do, the
f~~d~ methoc~e of vvercom~ and
rob ect to
~eff~.ciency' locomotive with reap~?sm o ~ pr?duc~n~ a highproblem
tract,vs effort p?r of fuel corsurned will thereby be completely
unit
solved.
on of the various rnoderni~sd
ceed to the descr'1 i
we ro
ref o~'e p
~, the essential nature and
let us consider very brief Y
locomotives,
ormance, on a locomotiv?s of eac
acticaL rrr: aniZ~ of the perf
tYto pr
aced methods of modernization~
of the above enumer
The raising the&uperheat t ? emperatuxe by the installation
of
st racta.sed towards the end
tube superheater was the fir p
of a fire
the last centu~' . ~ ex t to the application of the compound prim
of th roving the, thermal
ciple, it was the most effective method of p
effic Y The consumption of fuel in modern locomotives with
ienc ~ on
erheated stun is about 74 percent that of locomotives runn~,ng
sup
saturated steam.
' ificant an eCanamy is explained first by the ~ act that
So sa,gn contains a
unit of steam by weight let us say a kilogram),
each erheated state that
of heat (in calories) in the sup
lger amount the thermal process
the .same 1~it of saturated steam, and, secondly,
ine cylinders is accomp
eng
e work done by steam) in the
itself (th briefly what is meant
onomicahlY? Let us explain
l,ished more eC
ad amics there is a very'
to the f first law of therm
card between heat
hat is termed an equivalent,
definite relation, or w re the heat, the
k, 1 kcal ? = 127 kg ? The mo
and me chana.c al wv r ,
ical work. This means that
nse uence, will be the mechan
more, in co ~.
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a unit by w? eased steam (a k~,lo~ram) is able to per weight o;~ euperl~
form more work than a kilogram of saturated steam.
also acquires other va~.uable
In addittori to this steam
being superheatedy namely, as its
properties in the process o while
its s ecific voluma continually increases
temperature rises p first that
ducti'iW falls. In practice thiS means
its thermal con
each stroke of the piston uses up less steam by weight, and secondly
. re between the steam grid the cylthder
that the losses by h?_exchan~
nimum while when saturated. or only
walls are reduced to a mi ,
cent
is used these losses amount to 20 per
slightly superheated steam
f total engine heat output.
aar 30 percent o
additional fuel must be used to increase
It is true that some ,.
superheat tezaperatuxe, but this expenditure is more than made up by
the advantage gained through the more economical march of the thermal.
' ne cylinders under these conditions.
process in the enga.
For this reason it is obvious that increase in the superheat
tem erature a.s a substantial condition for the further improvement
p
of a l,ocamota,ve. It must be kept in mind
in the the/ efficiency eat steam
that the utilization of high"superh
in this connection, tha because of
lves serious di;~ficulties, mainly
(aver LOO degrees) inva
temperatures on metals and lubricants
the injurious action of high ?
r duallJ y being overcome, and the tempera
'these difficultires are ~,ra will
'ble employment of superheated steam ,
tore limits for the poses,
be assume d, considerably widen.
it must
Our Soviet locomotive construction industy has already
reistered notable achievements in the field of high temperature
g
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Thus we have the FD and 2'3"2 locomotives with
superheated steam.
which assures for instance a superheat of
the L-40 superheater,
of highly superheated steam cannot,
43p LO degxee:3. The prabl ~
1 ~
however , be considered comp1 etely solved The point i s tha t the
superheat temperature in fire?tube superheaters varies with the deM
,
gxee of forcing, increasing at high forcing and falling at low
forcing.
of the variant solutions to the problem of obtaining
One
high and yet stable superheat is the uae of the so-called chamber
superheater. This idea was born in our country. As early as 1916
attempts were made at the suggestion of Pokrzhevnitskiy) to design
such a superheater and put it into practical operation. Fifteen
years afterwards in 1931), the problem again occupied the atten-
t ion engineer I. V. Pirin, who proposed his own de-
sign of a chamber superheater.
The fundamental and valuable idea about this superheater is
than assures high superheat of the steam independently of the
it degree of forcing of the boiler.
r&eS Ef locomotives (described in this
In 193 ~ one of the ,.~
Part) was equipped with this superheater. Tests of the locomotive
the fuel economy attributable to the high superheat
showed that
amounted to i~-17 degrees.
er heating on the locomotive. The idea of using the
~'eedwat
heat of the exhaust steam to preheat feed water on the locomotive
is almost a hundred years old... Put only during the last two decades
has it been ;successfully u 'b to actice? The practical meaning
~,n
of feedwater heating on the locomotive is as follows.
.~ 16
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hag a ~~empexatu1's of ~,0~~~ dAgrs~s
Ths ?escawatar u~ua1~,y
ax, the avoxa~p) a5 it enters the Uoi1ar . Be f axe it UQgins to torn
heat (fuel.) must be consumed to
jnto steams a. cartAix~ amount of
t wh~.ch steam is generated at the
brine it up to the temperature a
g~ ~~
~ is not haxd to understand tha
give pr~;ssuxe in thQ Uc~.ler ? T ?. this the heat of the e~
water is preheated by usingi let us says
'
smok~s~~ack
h usua~.),y enters the
Est steam from the cylinders (whit
ha,t
at a s) to the temperatur? of around
~ ~,~0 degree tan pera,ture of la~~
9~ degrees (it is exp1ained on page ?~ why preheating beyond this
ex ed.ent)~ $a-~a~ kcnl. of hest per
temperature is practica~.ly a.n p
kilogram of its weight can be saved. The economy of fuel (in percent) through the use of feedwatex
he it calcu~.a.ted, by the appraxi.ma.tc
heating on a locomotive may be eas ~'
formula,
)PP,,3
.~.w
Here tk
tr
i 2 5^~
~yy~?Hn?wnw+.wrM.w"w"W'u~lwwlN~
~'
L1.1
is the temperatuz of the heated water as it enters the
,
e
borer; its heat content in calories is taken for simpli-
city as equal to itS temperature in degrees;
is the temperature of the water in the tenders which may
and its heat COI1tGnt to
be taken as equal to la degrees,
14 kcal per kilagram;
saturated steam in the boilera
is the heat content of the
which may on the average be taken as 6kcal/kg3
-17
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tsd stearfl, whim may be
at CAnt?~1t Q~ 6UpQr~IQ~
in i ~ the ' k o ~1/k ~ ~
tak?n on the aVera c~ to ecUal ?4
Lion of steam by the QdmtGS~ Qt~'0kQ Q~
bn is the consp,
the pi~rten whichording to the d
: 0,02 ~ pa~c
k locamativas) amounts to
practice (on 5q
of f'eedwate ' deiiVQred'
'
on ues in the formula ~ we obtains
~st~,tu,tin~ : lq~
sot the above val,? po02 (6~~ "9~? ~. x
" s
for the amount o foal avinf;~ 190
~
water on the lacamo~-iva
o this, the heating; of
In aadt~,an ~
thud of m~.xtvre with the waste steam also assures
by the socalled ma , of this steam into
wat?x1 by the condensation
a Certain Qconomy of
water.
ik~;wise helps to lengtY~en
.n , on the locomotive ~'
Feedwater heat ~'
the useul life of the boiler, mainly because
ture fluctuations which
a,
It e~.iminates the sharp temper
It
~,s fad into a bailer and thus elim
avoidable when cold water, meta~.3
are un -
in the
traordiriary' streSSPS set up
inates the attendant eti plates beeau~3e air
C;s the rusting of the
It rer3uc
the carbon dioxide din a
am the water along with
is eliminated fr
Olen"t~e m,a?~iXl~) ~
feedwater heater that uSG5 w
The cos of boiler maintenanc and repair is also cans~.der
t e, e in
the orr~a,tlon of scat
. by feedwate~' heating, since
ably reduced
p hardY~esS~formin~ salts
the b being
oiler is reduced (the temporary . edwater heater
a considerable extent in the fe
of
reCipitated out to
~.nerease th elent
turn makes it possible to
itself) y which in
the runs between boiler washin~s~
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The exhaust steam infector is sti11 the mo8t prevalent
method of ?eedwater heating. It is fairly simple in design and is
fairly compact, and the economic ef'feot of its use is also relatively
Might -~ 3 - 3, percent fuel economy.
In operating practice throughout the world today there are
vary many different systems urged to heat the feedwater on locomo-
tives. They may be divided into three main groups
(1) steam feedwater heaters that use the heat of the exhaust
steam;
(2) gas feedwater heatE,rs, that use the heat of the combusw
Lion gases;
(3) combination feedwater heaters that simultaneously use
the heat from both gases and exhaust steam.
Systems of the second and third groups are nowhere in use
today, on account of their complicated design and bulkiness.
Systems of the first group are widely employed. They may be
subdivided, according to the type of heat exchanger used, into the
following two groups
(1) surface or contact water-heaters;
(2) mixing water-heaters.
In surface water heaters, the heat is transmitted from steam
to water through the walls of the pipe, while in mixing water-heaters
the feedwater is heated by having exhaust steam mixed with it.
The following are surface heaters:
The Soviet "Borets" feedwater heater
-19
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~~NV
~i~
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reseux'? Kay1' -i'onan' e [ Quai1ie-Ponanei
The French law p
r heater (the exhaust steam Pram the hea't~?xchsn~?r
apen-tYpe feedwate
char ed directlY into the atmosphere)
being dls
The German hi.gh.pressure Kropp feedwater heater (the
water in the at-exchanger being maintained at boiler pressure);
he ,
The American c1osed"tY1 E1esCOMCoi'fin feedwater heater,
from the heat exchanger being returned to the
(with the condensate
boiler).
The mixing water heaters include
The Soviet "KrasniY Putilovets" feedwater heaters and
TsT NKPS of the Koloma plant;
The American 4orthingt0n and Wilson feedwater heaters,
.
the British {'.C feedwater heater, and the Czechoslovak "DabegACF
In this three systems of f'eedwater heating are described; this part,
the openwtype mixing heater (the TsT system of the NKPS), the Worthington closed.?tYpe heater (since this system is incorporated in
?ies Em locomotives coming on our lines), and the Italian
a few sex
Franco locomotive, as an original type of locomotive with a combina-
tion f eedwater heater.
The preheating of air on the locomotive. The combustion in
the f,a,rebox is essent a chemical reaction between the burning
~.~:ally
components of the fuel and the oxygen of the air. If combustion is
to proceed, with maximum intensitY, a certain amount of air must be
,l introducod into the firebox. If this air, however, is cold, i
takes up a certain amount of heat (obtained as a result of the com-
r to heat it (the air) up to the combustion tempera'-'
bustian) in orde
tabn and thus
ich of course increases total fuel ccrosurp
turc, w~h
reduces boiler efficiency.
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This was the origin of the idea of preheating the air by
usin the heat oi' the exhaust steam or that of the combustion gases.
In the former case the object is achieved by the insta11atiof of
ectiorlal radiators ~ribwtype) (resembling the cooling condenser t
s
tubas on locomotives with steam condensation) by means of which the
air calf be preheated to 60 - $0 degrees Centigrade and L M percent
of fuel saved as a result. In the latter cases the air is pre"
heated, as shown by experiments, to 110 - 130 degrees Centigrade and
fuel. consumption consequently reduced by 6 10 percent.
In the USSR for test purposes, a certain number of locomo-
tives series Su) have been equipped with air'preheating instalia-
tions using steam, and a certain number (series E and Su( with
heaters using combustion gases.
Pulverized-coal firing. Puiveri.zed"coal firing of locomo?
tives is an extremely effective measure both from the technical and
national economic points of view.
The technical and economic advantages of pulverized'-coal
firing have been sufficiently confirmed by the experience in sta-
tionary thermal electric power stations. At the present time the
design of powerful stationary installations is mostly based on the
firing of pulverized coal.
Pulverized"'coai firing consists essentially in blowing coal,
reduced to the finest powder, through special devices (forced-draft
fans) into the firebox, where it arrives in a state of suspension,
is mixed with air and is completely consumed. As a result the losses
Pram to combustion, unburned fuel, etc, inevitably associated
incomple
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with the f ix ink of 1unp coal, are c anpl?taly absent. Thin iocpm?M
tiv? boiler efficiency for coal firing reaches 7 ' $Q percent (i.e.
the same lev?ls as that for oil-f irin , boilers) as a~ainst the usual
~
60 6~ percent when firing l,p coals Besides this, fixing a a.aca"
M
motive boiler with pulverized coal also assures a series of other
very substantial advantages;
it implifies to a minimum the regulation of the pro-'
s
ceases in the firebox;
it eliminates sparks from the smokestack;
it reduces the time for getting up steam to a minimum
(about an hour as compared to 2.! to 30 hours for ordifl I7 coal
i ing) and this operation requires no firewood;
f
it makes it possible to burn low-grade fuels (brown
coals, shales, etc) and culm at high efficiency''
The sav om pulverized-coal firing may reach l!
'
saving of fuel fr
20 percent.
locomotives~.with pulverized coal date back
Attempts to fire
r
number of countries (Sweden, Great Britain,
~'~ for half a century, Ina W Mal Holland, etc) individual locomotives
r- United States, Germany, Y~
were experimentally remodeled, but the results of their trial opera
r ~ mainly an account of the imperfections
tiara proved unsat~.sf ~,cto y,
lveriZed~coal firing; systems as a whale.
u
th
e p
in the design of
zed~caal f ira.ng of locomotives started
In the USSR the pulveri ~.et
the first months o So v
accu thane Cancerned l~.torally during
to pY during the
first coal-fired locomotive were made
power. Vests of the .~ trouble in
period l92awl92~, but it proved unsuccessful. The main
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an an this 1acamptive wa8 th? c1pin~
the a eratiarn cf thQ in~ta11at~,
F
of:' the tubes by Cinc18r~, involviniryterru,ptian of cambu~ion.
,
In 1930 the experiments an ir~ng 1ocomative3 with pu1vari~ed
corL1 were resumed, at f irst under laboratory conditions, snd then,
of series Eu 7o1~8Q and FU 20,.1400, in
from 19314 on, in 1.acamatives
actual service. The da~ignirtg of individual coa1PU1V instal"
series of locomotives was based on the
lations are the and FD
results of these experiments. The first experimental locomotivo of
the Eu series wa,s equipped Cor this purpose in 193$ The Voronezh
accardi,ng to the plans fax the NTZZhT
/ant was subaequently equipped
p
. C for pulverized~caal firing (which is de~
~,ocomota.vs of sera.e~ FD fared
scribed in this Fart), while in 191~0 the fiat pulveri~edMcoaJ.
m was turned out by the Voroshilovgrad
FD locomotive of this syste ..
plant. Four other FD locomotives and 2!~ Em locomotives were also
coal, It is evident from a simple enuy
equipped to fire pul~ierized
. ~ of research that work on pulverized-coal.
merata,on of the obi ec is r
firing for locomotives was carried out in the USSR on an eupec9.a11y
' this respect we ].eft the other Gauntries
large scale, and that in
erru ted all the work in this field, but
far behind, us. The war int p
it is now being resumed with renewed vigor.
Forced fandraft? The nozzle draft now used in world opera-
?
dur~.n the first years of the re,ilroads'
tiny practice originated ~
al accomplishment is the automatic re~',u7-a-
existence. Its pr~.nc' ~.p .
tiorl of the draft as forcing increases the draft, also a.ncreaS es ,
assuring the proper comhustiarl regime
and conversely, thereby
The principle of the nozzle exhaust system is that the exhaust
steam from the engine cylinders passesthrnugh~he nozzle into the
23 w
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a c?x'tain amount off' vacuum (rare-
smokestack and in this way craate?
-lion in the smokebox, which help S to develop a dt'af t through the
lac )
boiler.
also possesses a number of sub-
The exhaust npxZlei however,
stantial faults.
It builds up a certain nount of back pressure in the engine
the ewer developed by the engine and
cylinders, thereby redu,cir1g tho p
the economy of locomotive operation
consequently also reducing
~ wuniform (pulsating) draft through
~~ is xespons? ~.ble f or a non
I
the pulsation depending on c1.yindex'
the boilex, with the frequency of
exhaust-frequency, or in other words on locomotive speed; as a reuult
the suction of air into the firebox is interrupted during the ixiter~
and it is as though the process of
val between two exhaust strokes,
c e~~ . This has an unfavorable effect an
ombustion itself were suspend
the intensity of oambust~.an and consequently an the generation of
steam in'. the boiler as well.
As the vacuum in the a smokebox is increased, it draws out an
fuel thereby still more reducing the
increasing amount of unburned ,
economy of boiler operation (bailer efficiency)'
~,
of these faults. Moreover, since it
The fan exhaust is free
is more powerful and more uniform, it assures more complete combus?
coal and allows getting up 'bailer pressure
Lion even of low grade ,
far more rapidly, making longer runs, between firebox cleanings pos~
Su locomotives, equipped with exhaust
Bible . ~x,periments with the
when boiler pressure accidentally fads, it
Fans, have spawn that wh
can be brought back to the norm much more quickly than when using
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tha exhaust nozzle,
It must, however, ba pointed out that the exhaust f are instal
u and SQ non-condensing; locomotives are
~ lation~ with which same a 'the
ar of substantial deect~ as well.
equipped suffers from a numb
rinci al one of these is the rapid and uneven wear on the vanes a~
~ p articles o~
fan caused by the impact of solid p
the smokE3-exhaua
on the quay
with the draft. Depending
unburned fuel carried along
itheir eonfigura~
the material from which the vanes are made,
ity of
the useful life of the vanes are
the bind of fuel used, etc
tion,
and this is reduced
`'~ OQD kilometers of running
limited to
to 12,000_15,Q00 kilometers by the use of coal with admixture of fine
Cementation' and weld-seaming buildup of the vanes did
anthracites
not lengthen their uefui life.
signed by Comrade Krasil~na.kov (of
the smake~exhaust wheels de
raved more durable.
i ask locomotive depot( without side disc, p
the Cn
0 steam condensation locomotives was
Their useful ll.f e on the S aced
r since they were of high power, they cre
almost double. Howeve ,
a vacuum in the smokebox In 12 percent higher than the ordinary
tian?
wheels, resulting in higher fuel consume
a
of lighter design proposed by Comrade
y The smoke..exha,ust wheel
msk Petropavlovsk railroad) likewise
Savinov (of the depot of the 0
but in contrast to Comrade
assured fang service of the vanes, id not produce a proper vacuum in the smoke
~ras' i~.~nikov~s wheel. it d
~ volume of draft air.
I box and therefore could not assure the necessary
and the design had to be
tl boiler power was impaired,
Consequen y
..` given up?
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12-1
I
that the use oi' smoke-e Chauat wheels of
It moat be noted
excellent results on non?eond?ns~n~
lighter construe lion gave
locomotives both in tenth of service and ?u31 economy.
Hps a smoke "exhaust f an making )4, 000 revo-
~.des these faults,
a considere,bla increase in the temperature
lut~.ans per minute caLti~es ..r
of the oil in the bearings. As a result the oia,~ which is sometimes
brought up to the boiling point, loses its lubricant properties in
turn contribu tiny to wear on the bearings Thera have been cases
in which such wear of the smoke exhaust Lan has been accompanied by
serious accidents
VE WITH CHAMBER SUPERHEATED (USSR)
THE E~ LDCOMOTx
(The rebu;Llding of the series E locomotives and installa-
tion of the chamber superheater system of I. V. Finn was
~
carried out at the Dnepropetrovsk ocomotiVe repair 1ant
in l93)
The basic, , and essential distinction between this locomotive
and ordinary locomotives is its superheating system. Stearn is
usually superheated in locomotive boilers by means of superheaters
located inside the flues. It is far from being an easy task to
m eratures in such superheaters Usually
reach higher superheat to p
be increased (while increasing superheater r
boiler diameter must ~~.a
ic-~~a:ng.~-he'~esIgn af
surf aCe), and this in turn result s
the boiler, increasing its weight, etc.
w 26-
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12-1
Moreov?r there arc certain aonditilons under which hi4h grade
-
superheats in fire tub? superheaters fail to give the thermal eff i
iency counted on from the increase in superheat. This is because
c
a flue superheater, being located in a stream moving parallel to
bath evaporative and superheat surfaces requires higher temperatures
of the uses inside the tube if high superheat temperatures are to
be obtained. However, under these conditions the exhaust uses are
dischargad into the atmosphere at high temperatures, thus reducing;
boiler efficiency. The essential fault of the flue superheater is
likewise the dependence of the superheat temperature on boiler for'
sing; at high forcing it is increased, and conversely.
The chamber superheater of I. ~ ? Pirin assures, as we shall
see presently, a more rational solution from the technical and ecoN
nomic point of view, of the problem of increasing the superheat
temperature.
Its fundamental distinction from the widely employed flue
superheaters is in that it is located apart from the boiler, namely
beneath the boiler barrel, and syrmnetricallY with respect to the
longitudinal axis of the locomotive, as shown by Figures 1 and 2.
..27 -
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t off' two tubc~ of pocu1iar Loan end cr'or "
The ~l~~mbcr~ eon i
a r~, i~ ~ral~c work covcrod by ~hAOb~~,rox~ panc~~
sect ~~?na o~ ~
In
and ausondar~ by choir ends unr~or Inc boi1c~;?.
~ millimeters thick ~n ~' ?
~.
~ o~ two kinds are arr~n~ad in a daC~ .~n~ ~L
the QbAX'a A~,8m~~1'~9 ~~1~~Q )
order (1+iGuxc 2) t pexk~c~rai tubcc a~,an the irr wails 0the
~.~
c1rnn1bt;r and central or intsrn~L tub.
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 %
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The betwecr~ trhemsa1"e ~ thrA n1gh tl~eir re t'
~
pcctive co11cctvrs r~~~ 1a1 and cxterna1. ~'he lat~i;er in 'urfl
ss .~,~~~-
era conr~evt?d betWQen tnccM5?1vcs by stems ducts.
the chamber supcrheat;nr by means
atac,rn is superheated in
v wh~.eh are da.vt.ded into two st~xcams, one
the hot f ~.re~~ox ~,asve, ;:
a the sues and the other ,intro the super^.
~
of' which is ~:~reC~ted ln?
s~rea1n5 are c~..scharged into the atmos?
heater ch~ihcrg~ Loth ga, ,.
their r the f'orrncr through thy, rear
pherc after giving up its on
s trear) smokestack,, and the latter throw~.h
smokebox and ~~ ~
(front) stack.
the wo rka ng owl l r7la,nne x' ; ~ Lh o
Cl C1e; occurs irx trhe f oliowl n?3
.
through the inside valve of the
ate i'rom the boiler .ler passes
5 i rat round of the peripheral
peripheral. cal.lector, makea its
...h a. slight degree of superheat to the
ehements and is returned wit
~~ then passes through the internal ao].M
perispheral. cal].Getor~ x
. and of the inside elements and i5 deM
l,ectar, makes its second ro
t' ' ers through the supErhea?ted stcarll ~va,l.~rc0
l.iv~e;c~ed to the c f.L~.nc ~
work in the cyiinders, the steam is d~ ?vtided
after It ' has done its
one of which is directed into the rear exhaust
~.nto two strearrls,
nozzle and the other jnto the front one, producing tr.e appropriate
draft in each of the smokeboxes. 't'here is
va.cuwtt, i ~ e ~ boiler dx ~
front and rear exhaust nozzles by which the
a damper between the between the two nozzles cars be re gulaged
d~.str~.bution of steam
.si~~ion of the damper detcrrr~.nes the
from the cab. This or that p ~
okebox of the superheater and eansequent..y
degree of vacuum in the sm .
of distribution of the gas stream and the de-
also the caefficient
gree of superheat,
-3O
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~acamo~~,ve~
n oi tine sexiQS and EP
A Veer majcr remod?1t
th4 ins't11an of the chamber
eras requtxpd in aonnf~en with
a
u~.tant very su~astc~rat~a~, changes in ~h
yupc~~hsa,ters and. t1ua res, ~ha
. and wai h~~ pa,r~azne~ers a~ the ~,ocamQ'~~,ve s
thexma~,~ff,Lclaney a,n ~ od almost 700 m~,~,,~rnP~axa to instal the
boilers had to be ra? ~,s the
in cansnc~ucncc: the longituclirial axis o;~
supc;rheatex ~~ub4s, and
a hey, h~; of 3600 m~.la,~.mai~exs shave the
boiler was now located at ~
f was lawexed. by ~SO mi:L1imeters and
railhead level. The fixebo
s increased to 322 from 19~ before the
the number off' fixcMtube
.. ~ ,:na7. sr~okebax was installed to serve the
r. emode;La.n~;- An adds t~.o
? maximum tita?lizata.an of the heat transfer
su,pc:rhea.tex~ To secure
the cylinder diameter was increased from 63a mti1l,imeter, s to 710
millimeters wha. .:1.e keeping .~ the original piston stroke of 711.6
' ameter of the common valve was increased
mi~.la.me'Lcrs, and. the c~a.
from 305 to 37S millimccters.
The instaLl.a~a.on of the chamber superheater increased the
.
total weight of the he locomotive from 33 to :LO3.3 tons, and the
adhesive weight from 77 to 91.3 tons; accordingly the modulus
of trac La.vc e farce was increased from 26770 to 31000 kilograms;
, weight of the locomotive with tender,
and the total calculated
together with water and coal supple-es was increased from 13 to
wa.
160 tons.
've E is shown by Figure
An ou'~sid,c view of the locomotive
f
3?
with chamber superheater was given a thermal
The locomo ~a,ve
efJ:iciency test an the test track of the Railway 't'ransportation Re
search Institute. The e tests comprised two stages; (1) study of
.. 31
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1?cornat4T`v iari'orrna'ree at thrp~ d~~'fer?nt poisttOns of tho re~uM
a e
1atox damper sQ -ths.t the d? ~S'QA of suia?rhAat could be astablished
ns of the stream, as well as the inf iu''
at vous distri,bUti,o
rhaa~ on heat cornsumacI per unit of power;
ence of the ci?ga.ee o~ sula?
ier anal superheater so as to doterrni.ne the
(2) study o~ the boi.
0ffic;Lerncy of the Former and the therrria1 properties of thFa latter.
the detai;Ld rnateria,l (both fIgures and graphic) obtained
e
from these tests was published at the time and the interested
sts ~
to i,t for all detatls. (Cf. N. S. aedov and
reader may gofer
tat y i Cana. ~Darovoza kkarnnerr n efr, tea. m
A. S. nurav, Tte Sul ............
I. V. Pirin RCSU1ts oi' the tests on a iocomotive with the super's
V. Pirin], T1~ANSGhE'LDO1I, 1)39.)
heater of 1.
Figure 3, Outside view of Lacomo ti ye IL . PHOT 0)
? based on the analysis of this mater:Lai reduce in
The conclus7,anr ~
lag
general to the ? following ; )4~O degrees 500 degrees of superheat
is entirely attainable in ,:the chamber superheater, regardless of
the degree of foxc~. 'rxg such temperatures are more advantageous
,
than the 360 degreel 330 degrees ordinarily emplayed~ and the fuel
saving to be expected from the use of the chamber superheater
amounts roughly to l~ percent~i7 percent as compared. to fuel con-
~'
swnpt:Lon on Eand Er locomotives.
Together with this, however, the Pirin chamber superheater
showed also revealed a number of substantial defects in design,
p
and as a result the locomotive E 127 was completely unable to
an f
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normal, oporatin conditions aftoxthe tests. Thus
caporate undor
f'ox' instance, the steam eo11eataxs buret at the places where they
had been wa1.dd to the int~ ?ariox o1amente off' the superheater, t.he
p
became ttburncdt" and lost steam from thetr threads, suc-
conic plugs
tion from the outer air was observed in the superheater eharnbax
at the points of union botween th? split details oi' the cagi.n1,
~~nd there was a systematic weakening of the attachment off' the
cylinders to the frame, a?s a result of which the cylinder bolts
were snappecl off, with subsequent cracking of the en[ine block,
etc ? This defect, however, had nothing to do with the instal."'
l.at; Of the Pir:i.n superheater but was caused by weakness in
'~.on of
the; const'ru.rtion of the underframe at` the EF locomo'ti.ve- The
strength of the :latter proved all the more inadequate after instal-
lation of the Firin superheater, since the thickness of the loco"
ra
was considerably increased in connection therewith.)
moi,ivc,
In 19L.6 . V. PirLn worked out an improved variant in the
design of the chamber superheater for the series L locomotive.
In the near future a number of such experimental locomotives will
be built and subjected to the appropriate tests.
'
W.tY details whatever on the design of this
~ going into any c variant of the chamber?superheater locomotive, we confine ourselves
la
here to presenting a i'ew data, published at the time in our liter-
ature, to give the reader some opportunity of getting an idea,
w
though in the most general terms o.f this very interesting OCO-
p4p~'~
'. motive.
3300
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ake1eton dt ram o the new oharnber superheater fo11ows
'the
that cif the old one, but the ohanes in the design of lts individual
~
datrLi18, introducad to eltmi,nate v.11 to faults noted, are very ooi
able , The boiler was also modi.fod in certain respects, as a
si,dsr
result of which it weight and dimenston ware considerably reduced,
its thermal character Utics were substantiaily improved.
while
The eiernents in the new Stearn superheater are arranged some"
'what ~t cU.ff'erentiY along the cross section than in the preceding de-
sign; acid their number is also difi erent, They have two turns,
which assures greater flexibility and consequently avoids the
pO;3s1bi1ttY of the steam collectors snapping off.
The exhaust nozzle instal'1.eti.on has also been modernized,
and in its operation the maintenance of constant back pressure
in the nozzle (at given cute-off bind speed) is assured, regardless
of bhe magnitude of the g;~is stream branching off to the chamber.
The plans and the calculations performed on them show that
the series L locomotive of type 1w5?0, with the new Firin super-
heater, has a higher thermL1 efficiency than the series J,.oco"
motive th the ordinary fire-tube type of superheater. The
w ' ~.
saving of fuel, according to the power developed, ranges from
:l2 percent to 30 percent.
f .r 'tr i~"~S~EEJJYYr f97 t l h ti
LOCOMOTIVES WITH ITT MPS SYSTEM MIXER FATER HEATER ('USSR)
A skeleton diagram of the feed water heater on the TsT MPS
system is shown in Figure ll., while Figure shows the arrangement
of all the equipment and mechanisms on the locomotive.
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~'ecd wader heatar ey~tam cpn-
a bie equl,pme~~
Th
v -l~aa~or~ (Jet 1~Aa~~xchan~er
-,
a rniX~.nf cham~Ar, eja~toar n,va
'~~n~ o
e~ect0~' ~pp~,rat1l~, an tuxbine pup ( a turbine opara
xar~.:i,n Figure L) by a deep par~
The Lander U divide~ (dia~
. , ~ one ccid~w~ter c~orlrpart-
O parts or ccrnpaXtmcn
?~~,~~~;i,on ~n.. ~o pasal a hp~tMwa~l;?r comes
~.n 2/ of the tender volume an
rnt~nt OX~ oacupY
? ~r th',QGin turn is ~u~b
~~~t,rl,n~t pGoccupy~.rl~ the xErna:lna.r~f~
~
ed b rho pc,rt;~?~~on 21 aria the ,1.ter 22 into two clean e~~ r
r`hi.v~.d y
or ~'~.it~ared hat water 11c~.d.ng
m~l.x~i.xlf chamber anc~ a cha.nber
a
about 1 cubic meters
h (
~. ` eolvM~
1
--'
!
c:
q
Wtff .
L J e t A'9
I sf, f c 4?M
Q
ctJ,4ffev
r s'T' Ml'a'eedwater~heatin7 system an
L. iagraan o
Fjgure
iocamcttve,
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 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
. ~qpp?d w
Th? rnln ahemb?x U ad ~,n the n~e~'
~~~ axhermpm?ox p1?? a~,er
e ~ampo~a~u~,a a~ ,the w
the wa,~ex~lgvel d
e
~ho ar~~~,n?ma~ to observ ~,Y~
wh~.cY~ anab~,?~
In OQ''B.
the ~nw
mo'ta,ve is rur~n'~,~Za 4 open
When the loco
a~.C~n opexa't?s as follows.
sGa1~. rh th?
.,he cyl~.nders pa,eses ~,Y1xau~a
e ex}laus t steam f'xp~n L , x5 the
~,h
~,n~l 1.~~ Pax of a.enLe
a,rid the: ball ooupl ca
}~~.~pe s 1, 2 , rh ;~p?~ and pax t o f' a.~
steamwntixers) throw ~
e.eC.tox,whEa~texs C 11'Yae ~unoun't of ,,~te
n .,e~QCtoxs 8 hxough ptpe ' end
enters i;hc; ioxca. ~ ., , ~, ~;ctars, respccta?ve1Y,
to ester sm
r, oe7's and foxca.n,
~,he ata e,~ter In QG~
ez~.ttltye and level off:' t w e
consetluen~ly also the ~,emp
w The water-level dral)s
manually by the valve 15 . hen he
is re~;~?ated
. , sets 'the val.Ve so that ~'
fnstanCe, 'the en~a.71c;rnan
in Q(rk;~ ar f, ncreased, thus
e jJectors :Ls a
.the pumpin~ ~-noxeasa.n?;
en'tex.i.n~ ~
s'team the for.c.Lnc and co nve x sel;Y, when 'the
~ ~f3 'to QG~, e
, of wate~~ (yarn Q s..v
n 0GB drops below normal, the v
r
.tempexature o f, 'the wa,te a.
' ~,n'to the s e amMm~.xe x's
f
s to Increase to flow o s team
is se't sa as a feed water con~;~,nually
ur;i.n~; ~th,e px~ocess af' p~'eYt,eai,a.rlt ~ he
e the preheat of the water
C r~ rh heatex-ejectaxs, wha.1
7.xCLlla'te5 ~,hxo ~
'or ~,he xes.san 'tha't a~t a h:Lg
mus.t nab exceed 9~ degrees her tempere...
, f
~, and the no ~mal funs ,.
he turbine pump s'lr?Ps worka.n~a
~~~ure khan th~.s ~
tio~lng The p1~r~~ose a f, the filter
ystem is 'thus disturbed o~ the sY the ~,en der.
e oil that gets into It in 22 a. s
.to f xee the wa~~ex f corn th
w
ravitY thxou~~h the water
rYYe ho~t water f;r'om OC~B flows by g e
i~ ~ ~.0, '~h
thy: rubber hose 2~ to the ply
ca ok ~ ~~ the pipe ~~ arld.
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 12-1
n c lvere it through the pipe 26 and tha feadwatex valve
pump the
27 to the toiler.
I
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earn exhauate in the tuxbiiae pump is conducted through
The St
haustMsteam main. The exhaust steam from the
pipe ii into the ox
nductsd to the same maim throuCh pipe 13,
turbogenerator 12 is co
the bypass 9 is iristailed on pipe 3, It is 'controlled from
the cab b the drive 39 and serves to open and cloe the exhaust
by
b1ee& r from the engine cylinders. The valve l4, is in$ta.11ed on
the exhaust e 13 and serves to shut off the turbine drive when
pipe
the turbogenerator is not running.
The 3w.1nch bypass valve 36 is installed in the deep corn-
artrnent 20, and is used to release water as it collects on the
A
tender. The contro:L rod for the valve is brough'L t,o the outside
of the tender.
qT
I
~'ItM
N~~w~1V
,? npMMM~+M-wMwl-4YMW
w~iMIW MWNIMMRI~~MmMRYNMMM
IKII~ ~"
11~MWIW
fUMIbIEpR511
~IIIWIw'
6 1 MWMMMNpIMA}~INMFAItlipNp4YlMIMMWW4~A,~y+,
Figure . Arrangement of j'eecawater~heatin equipment and,
mechanisms on Series E Locomotive
37
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 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
rav?nt the ?ree,in of the turbtna pump and the pipes,
To p ;
fil pip0 32 is provided. It has the valve 33, conM
e c~,rcu7~t~,on
trolled from tha cab, When the pump stops deiiverin water, the
the cireu,lation pips by opanin the valve, thus
engl,naman cuts in
connacting a.t into the 'turbine duct system, and than stats the f.
turb which starts to pump water thIrouh the dosed sysM
un
~.nc~ Ptip~
tem. The turbine pumI) i s started by the drive Li.
Be ne pump there are also two Friedman RS' ii
s ~,des the turbo.
i
i.rljectars. The right in,jeetor 28 is always 'turned on and aspirates
water from 0XU, while the left injector 31 remains as a reserve.
for use in the time when the water heater installation is being
gotten under control. In case of need (for instance if the tur
bine um~ should go out of action) it is then connected up by th,e
p 1
flexible hose 25 and the turbine duct 2.
To pr ^event suction of the water from the tender into the
engine cylinders (which may happen while runniri.g with closed
throttle when a vacuum is built up in the exhaust steam pipe),
a safety air-valve is installed near the bypass If the pres~
sure in the turbine duct for exhaust steam should drop, the safety
valve will open and admit the outside air.
The ball coupling Z~, which consists of three joints, asM
the free displacement of the pipes, and consequently their
cures
safety, in the event of a mutual displacement of locomotive acid
tender during travel.
The live-steam mixer 19 is provided for heating the feed
water while the locomotive is standing (and there is thus no
. f. : ,!
,iii
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00398000200150012-1 ,. r f ,~
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Qxha1u3t s~aam)~ This ix r is fed from the blacder line through
the 'tuxbirre duct the bal couplirU 17 and th4 tuxbino duct 18.
i6, t ' h
The type 1MTH turbir~ purnp consists of thra? principal parts
th s z1e, the xotor and the reguiator. Tha latter stops
stator ox no
the tuxbina autaraat i~.' if the px'escrilaed number of xevo1utIon5
~,ca
a~
ceccled. At 6000 rpm the turbine develops
(63O0~6~UO zprn) is ex
HP, can pump 3l-t6 tons of feed water per hour at 9 def;rees water
temperature and develops a pressure head of 19,1 atmosphereS.
water heater likewise assures the;rrnal treatment of
The feed
the waiver in UGB, which constitutes its advantage. Together with
this, howevor, the system also hs`s its faul=ts. Here are the most
substantial of them:
While the steam engine is running at low cut'off's, the ex'
haust steam is unable to overcOfe the hydraulic resistance of the
turbine duct for exhaust steam or the hydrostatic pressure in the
pipe that conducts the steam to the forcing ejector. In copse
quenee the water is not heated and the boiler is not supplied with
the necessary amount oi' preheated feed water.
If the normal temperature in 0013 (93 degrees-9 degrees)
is exceedEd. (which is far from being out of the question when manual
regulation is used, especiai:Ly at high forced draft) it involves
'ng without the operation of the turbine pump, which means dis-
do:>r
turbing he normal functioning of the system..
The feed water in OGB must first be preheated to a certain
temperature by live steam before the system starts to operate, which
considerably lowers the operating economy of the system.
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d the inatalion a whale
Thv din is camp~.laa~ed an
bulky and very heaNy?
s,red ~`o~ a ~un~ arid also
'When the 1acopio~,~.ve U bQ~.n~ P~'?P
and a~~ten.'~'ive and c~ua7,i:~ied txaatM
ex way, inta~.la~~,an recau~rxes ~ ~.
a
ohs '~, ets it, d~.s'~uxbance , a~ i`~~ norm a
m?nt and service, and unlss ~, ~
opE;ratton is inevitable
The 1-'11N turbine pump is unreliable and unecanam:lca~' in
opoxal;lon, and a.s f'requc:ntly out of catranission?
?ons thc: preheatin~ o:~' ieedwater by open"
e,1.:1. these reas wide"
For
tender, by the TsT system, did not receive
type m~.x~.n~ in the ~ ~ ~ ~'eedw
At the present time other systems of
spread acceptance.
xin -pr'ehea,tin~ are being considered and, tried out?
water m 1 g
rEI~TCFAT:C~iG SYSTEM (USSF~)
,., Nx~.Zhl
LOCOMOTT~S WITH ~ , -~ A111~
ecanot~izex) consists of a welded
The air ~preho~~ter (air ~
shell of the same dien1eter as the smoke box? The shell has two
is filled with lengths of fi re Mtube s ?
~,rat~.r~~s and ' ~.
bank of tubes is as~~ened by ba~.~~s to
The shell with its b
a front of the ~'a,rebax, and eansti'~ut;es the
special flange on the . The arr~~n~emenr off' the e,ir~pxe~
natural prolongation thereof.
U lacamat~,ve is shown in Figure 6.
her~,tex on a series ~
Jer is V~-OWed by a normal :Front
The ~'xont of the ecanom' ~. plate t At the bottom of the drum, between
(with a small l . pox )
ront sate, there is a special bunker
the front tube plate the ~' p
for ca.ndexs, whtch is provided under the removable damper.
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s.-...-
 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
d the a whole
'~hn daet~n t~ comp~.icafi~ed an
bulky and very heavy.
~
?paxed ~'or a run, end sl.o
When the ~.ocamo't~,v? ~,s beirt p ~..
~res a~~~tar~.t,iva and que,l.if ~ed traa
er way, th~,ns~ta~,lat~.on reclu~
and
111 ~,~~ d~.s'tuxbc~nae of ~,~~ no21mal
e
ent
and service, and un~.ose ~,`~ ~At , operation U inevjtabie:
unreliable and uneconomical in
ale i.TN turbil1e pUlnP ~.
operation, and is frec4uently out of corW1s5ion$
s the preheatxnE of feedwater by open"
For all these reason wide""
e:r by the TsT system, did not receivs
tend,
type m;Lxirt~ in the , ~ r :~' ~.'eedw
At the present tame other system, o
spread acceptance.
water mZxing-px'ehee.t;~.n~ are be.rng considered and, tried out.
',GOCOMO'f'TS WITH 111E Nx],Zhl AI1pyE1iEAl? SYSTEM (USSR)
con"a.s of a welded
., 'ts
r . reheater (air economizer)
the a~. 1'
as the smoke box. The shelf. has two
shell. of the ante di ameter
gratings ' s filled with lengths. 0f' fire tugratings and a.
ank of tubes is fastened by bol.Us to
The shell with its b
es
a front of" the firebox, and const~.tut the
special flange on the
thereof, rf'he arxiangement off' the airMprew
natural prolongation
u ocom0tive 9.s shown in Figure 6.
heater on a ser:~.es,..~,. l
.- 'The ' front of the economizer is closed by e, narmal.:Cront
At the bottom of the drum, between
late (with a smell part)
p
., rora~t l,dtey there is a special bunker
the franc tube plate the f p
rovided under the removable camper,
for c:lnrlers, is ~ p
It
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sure the possibi1it-Y of repairtrig the ?it'tinis, and
e and tubes, the bank 'i a1so fastened to spo-
o;f: rQpl,ac.l,ng el,ema
C to be opened in manner similar o ,hat
~.~~ ~,A?~~ that a1,~.AW it Lrt which the front plates opened.
The sheil has a slot on top to admit the outside air into
he economizer. A second siot is provided on. the bottom to conM
k the air duct h the hermetically closed ash-b'ox,
ne c
The smokebox is dividCd, into two 'parts, a lower and an
upper, by a removable diaphragm. The foreeel-draft noie leads
into the upper part of the smokebox. The diaphragrfl has a valve
th rou~.,gh which (if necessary) part oi' the gases may be diverted
to the smokebox without passing through the air 'preheater bank.
in
The save valve permits inspection of the noazle syphon, siic1 bhe
steam exhaust pipes with closed air.preheater.
A manhole is provided for inspecting the smokebox with the
air pp reheater bank closed, and also to affor'cl entrance to the
smokebox during washirig-oUb.
~j'he blow-Offs of the air pr'eheater bank and of the boiler
barrel are performed by means of two steam soot'-blowers located
in the first chamber of the smokebox. They are placed symmetrically
with respect, to th two sides of the smokebox and are installed in
such a wa y as to allow the nozzle to be turned through a full 360
degrees.
Besides the movable soot-blowers in the upper ejection chamber,
is also fixed jet for blowing off the horizontal part of the
there
diaphragm.
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Figure 6. Scheme of NIIZhT air_prehea,ting system on. Series
S LocomotiVe
The airpreheater operates as f oliows. The uses emerging
_f~b.~_* .e .. bo-re directed through the first (upper)
--''xm di:~-e,r bar red, ~,
f b~
? s ~-chamber of the smokebox into the lower part o the bank of tube
and after passage t s turn into the 1'o aid chamber
through the tube
ss,
of en pass through the tubes of the upper part
the bank. They then
are discharged into the atmosphere through the
of the bank and
ejection chamber.
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~ owinc to tine ra duc?~ pr5sUr~ in
bhp p~atsid~ 8i~' i~ $uOka
, banks a ;LntA the uppor s1;iw`~, bathes
~~,~?bax, s.~rd~cts s,nd tu
the
the 'bubes, and passes through the sower
the exterria:L sv,r~aca~ of
silt into the atr"dUct and then into tine ash parr.
n char%-,c?~er~,st~,cs of the alr~pre'
Table 1 gives the desk
heater for 1ocor~otiVeau and E.
TABLE l
Locomotive
su
Em
ar-ieter of air..prehcater ba ~ in mm
~
1,73
],,ala
.
~l/1a.6
Diameter of preheater tubes in mm
51/L6
Number of preheater tubes
boo
7~0
620
Distance between tube plates in mm
1 loa
Heating surface (air) in sq. rrt
ll>.b
7a-b
CrossM$ection of gas (tube)Part in sq. m
U.L98
U.b:l,y
Mean air cross~sectio.n in sq. m
0,398
0,179
,
.
k
3, 392
2, 316
g
Weight of bar~.k in
12Z
Tota1 weights of insbaiLai0n in kg
3,63
.
2, G I
The ins'tal.lat of the air..preheater thus increases the
~.an _
-.._
f ~ by about L ions, and that of
total weight of the su locomotive
. .
the Em by about 3 tons.
During 19L0, su and Em locomotives equipped with this air-
prehea'ter were given thermal tests an a testing rack. The results
were published at that time. (Cf. ~?a,r ovaznoye
---
of then sts ?
te
...1i3
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va or~ncye Kh,o2yaistva [The Locomotive and Car world], 1941, No 1, pp.
649. Theref ore we shall limit aur9e1vea here to giving a few figs
urea that eharacteri e the operation of tho air~preheaters, and also
give generaiiZ?d conclusions.
The degree of preheat of tho air in the economiZGr, which
is an index of the compietene35 of utilization of the heat in the
exhaust gases ranges from 100 degrees to 170 degrees for Su loco
motive, and from ll6 degrees to 190 degrees Centigrade for the Em.
The corresponding reduction of the heat loss from the exhaust
gases is 5 iO percent and 942 percent respectively.
The use of the airwpreheater assures more efficient firebox
combustion even with lower coeffi.cients of excess air.
Heat losses in the refuse at heat output of the grate of
the order of 2y X00 local/sq.m per hour, for various mixtures, range
from 3.lil percent to 8.76 percent as against 3. b to 11.32 percent
for locomotives without air preheating.
Thus air preheating improves the ''termal process in the
firebox not only by recuperating the heat of the flue gases but
also by modifying the firebox process itself.
Depending on the kind of coal mixture burned, the fuel
saving at the forced combustion rate of 0 kg/sq.m per hour was
12 to ll. percent for the 5u locomotive, and l~ percent for the Em.
I
The average fuel saving through heat recuperation and in
creased firebox efficiency amount to 11-12 percent when air prew
heated to 100-170 degrees was introduced into the firebox.
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~ avano~
~
xeha~~hydx'au~.'c xo~
n
~~he real us1 sav, ~ s ~ s ~h one
a~
;h~`. ~'
rho xsesonpx t e~Qr~ a
~.oss ~ l~owav'A ~ ~ sod by ~l~a ~n,~~xo~t
w~ ~ts
' , o tx~c~ '~ s ncxe don ths d?
sal.s~snC? a~ i,h~ ?hs sYp~,em~ upon
? ~~l,n~ e~u,?ment tnto ? ta~1 xQS~,atance o
the a~.x hoa ~;he a,ue of the ~, o
. ~.1e; ~ foxa~,n~~ n y ex~ex~.~
b?s aho by
gxos o~ rho ba .
' ~
d a~.~, hss oux to
~z'ehc S,tex (ges an
six ~ ~h0
ment ~o x'ange from B Yin o~ 'wader k m per
Z hoax
100 ~ of wa,tex with ~
mue~ be incxea5ed to
the e% US'~ no2Z,1e
ac ~.~;Y of
the cad ~~h1.e ~.ncr'ease ms,~. Uc
,1 xesa,s'~anceS
y these a ddi1ons ?. n, But phis ~,~x'oduCes
o'vex'came Cxo~swcec L~,o
~ xeduc~n6 turn re
acha.eved by l.~.nders, and ?Gh~s tn
sure in the cy
eed ba ck ~ xes
aces . ~o esu~.tJs in a cer?~aa.n xe..
~.ncrea
d en~~?ne ~~owex, A~.~' ~r'ehEat;t.n?; a J.~ ~' conomY
,che,,soreduCes~c e
c;s.1- ~em~exa~u.xe , whs.
c~uc't1on of eupc,xh
of enine opexatian'
' ?~he eXhauel~ nos~~e
the regUtxed CB1?a0Y off
~ de~exm~na.n~ w
.L~ate no~'r.].e a~~eron hen the
the ~'S,c;~oxe that f'ac~.:l.? r'he.~ are
that however, Lh ~akeri ~,n~~o accot~n~
~.S ~~,ehes;~ed s,x'e also the ?~ube
at a f~.xebo~, air nomi~ex 'paes ~.nto
es ~ec;xtiaxed ~,n~;o the eco air Y~reYieata.that . the has shout.
le than in ~oco7riaiVee wj ? etx
'lower ~em~e xa Buz de ~xee s)~ and ~,h
ees as a atnsL 3 o~~ seed
.~ .~he~z ~,ncxe
rough~,Y i6 _2O0 deg I'
thexefo'e iower ion accoun of
ca,~a?w
~ ~he neceeed,x'y
.ume of
s ecif~?c grava.l~~r) , and consequently the vat
p educed Besides this
~.also ~'
ciby of he r~a~lo a
. is likewise reduced an e,ccoun off the increase
as ~~o be eeC~
~
bo ~,o ca mo ~i~re s wa. LYLau
? r ef~.,c~:ericy ~ ~han a. ~ of
~.~e ue~. mue~ be burned ~a genera be the same smou~n
sic f ?n
us?~ no~.e~
ne less f waxk, into he exha
?? asseS~ after do1r~g i
stoam ~ha~ ~
_)4_
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1l~1-us tha required noz~1e capacity' is determifed in ?bho
1ae't arnal,ysis by tha xela iora betwe?n the valu? o.l.' the xasiebaflea
that ?the incr?aee its boiler e~i'icieneYo
o:f: th.e has -~:Lx txEtct,
and that of the chan rQ tn the specific vo1Um? oC tie uses xa M
~
:i,n r of theix^ tprillaexature at the r~ozl.p-.
sul,t~,r~~; ~ xom the lowea^ ~
Specia,1. tQ;3ta made on 1,0C0rfOtjVE & 2O776 with various
st?ablished that a reduction off'
si.~oe of exhs.ust noZZl,es e
e crossMsec'tian area ws,s required to increase
?)erco nt in noz zl
noz.zl.4 capacity by 10 percent at ;Coxced draft ,t'lael corisurnptJ.on
of ~U lti;/rn2-hour, hich reduction resulted, in i,Li; percent :toss
w
while tha increa;ac in fuel consuIflP'tiof, at
of locomotive power,
equal to como ve power, after allowtnfor bo L1er efi'iCLer~cYy
t~.
did not exceed 2.1 percent.
Thus a fuel saving of about 9-10 percent is possible by
.. ~ehcatin. This system of c~ir preheatir1;, however,
usin~ a~.r ~~x
from defaul'i'~s, of which the most substantial.
is also not free
are as follows,
The - hors. ~ontal position of the tubes of the bank re-
su1.t:4? easy cueposition of cinders and unless timely meats
in ~
reheater clogs up rapidly; the prescribed
luxes are taken the p
devices 1:ox c1eafing steam superiors [SUPER' E J for blowing
off -? are not efficient enough to prevent clogging, since they
and demand constant attention. and handling from
~'un,c`t:~on poo~ly ,
the detriment of their primary duties;
the locomotive crew, to
result of clogging is to increase the hydraulic re~
the direct
gas-air tract, which at a certain level the
si,stance of the
djscha,rge noZ~le becomes unable to overcome, anal the locomotive
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 7
Is
y
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ttruns out of ; bcsidas th0jndex3 are the primarY reasor
no~^ma.l opc~ra'tton of an atr px'ehas,tax,
fo~^ disturbance aV the
a ~ to 'thc ~,n].at~,on; ~th.a mass~v
and a~,so of frequ~nt
sus angled on the ~,oops and. front
bank off' the a~,x~prahes,tex .Le p
x and makes it very nconvenient to opafl
part of the rnokeba
o aratl.on o~'~ton xec~u~.r~.ng the usc~
or c~,ose 'the smok~:box~ this p
of a hack or aver a ho1sttn t crane; the ma~,n Load of the a'irw
the front axle, which 1s already over
preheatcx is placed Ofl
:Loaded even without th.t.s extra weight, thus causing hot journals
,~ and uneven wea,xon the tires, For these
cracks in the spy ~,.ngs ,
ater design has not gained wide
reasons this drat t"ec.x pzehe
acceptance.
THE PULVERIZED COALwFIRED FD LOCOMOTIVE (USSR)
s w
L7 ~
red by the Voronezh ocomotiv~e repair :,ant ac
uip~
(~q
cording to NIIZYT plans.)
i3efare taking r up the equipment and installations on this
].ocomat essential fe~~tures of pulverized coal firing will
~.ve, the ea~.
be briefly together iwith the practical meaning of its briefly explained,
introduction on lacamotives in general.
of combustion proceeds most intensively when
the process
a sufficient quan.t:~.~ty of atrnaspheric oxygen. is conducted to thq
surface of each particle of the burning material. when 1 kg of
coal in lwnp form is burned, for example, the area of its surface
2
tact with the oxygen of the air is about 0 ?01 m
coming in con
is converted into pulverized coals
If the same ~.urnp~ however, then the total surface axea, of the separate particles artounts to
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.,i., i... ) rv. L:r *I u ....e a..x it a. .. wYn...i n_. : yT-... laek ALd*.Yl.v. @ 3ias.t.* N .t 4etl
about X04 m2, is O,QQO times c xeat as to the lump of coal. tt
is therei'are easy to and?rstand haw much more f avorablo the cones
ons are for bur+nin pulvericd coal. Moreover, the pulvcr.lzed
coal is fed t?cther with air wh;lch is cars?`ui1y injxcd with it.
The ratio between th.e volume off' each coal particle and its share
of tha air is about 1 :lpn, or in other words about IQQ cubic
maters of air are delivered to the firebox, on the average, for
every cubic meter of pulverized coal delivered to it. Thus what
tors the firebox is realiy air saturated with pulverized coal,
en
The air entering the firebox under forced draft, together
with the pulverized coal, is customarily known as primary airy
while that entering by moans of the exhaust'?n.ozzle of exhaust
blower draft is called secondary air. Since pulverized coal
burns in a state of suspension (in air), the locomotive boiler
gate becomes superfluous, and the ashpit is used for additional
firebox volume.
,\jsriz ed C!oA( ~'; ,'M+a
n
5 tt3 tr
MAM?Ic 0041
Figure 7. Relationship between boiler efficiency and
boiler forcing, expressed in normal steam..
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cntai r6So u'ch tto the pu1vorizd&'COA1 firing
Tho e~q)?x'im
of locomat eraa conducted in the USSt and abroad, testifcs
~,ve bo~,l
Qf the thcxmal pros?sa. Whp the boil.?x is
to thra graati aconamy
handled praparly equivalent to that of an oiler
snc is
its eff~,e:i, ~'
fired boiler, fl O matter what the quality of the coal from which
the pulverized uol has ben prepared. This is very raphica11y
f
illus of Figure. 7 which shows the relation"
~',xa,ted by the diagram
boiler efficiC:ncy and derec of forced draft,
ship between
expressed in normal steam Z, for series F~ bailers respectively
kn
firing pulverin sed coal axed stoker coal of the identical. grade (mark
o),
The flexibility and ease of control ofthe combustion in
the firebox accorda.nF~ to the unount of steam required, is a
rist~.c and extremely valuable feature of puiverized"coal
chara.cte
firing. long stanciinwith the fires out in the firebox,
steam can be raised to normal pressure in the boiler .nsid,e of a
few minutec. In case of need the combustion in the firebox can
be stopped in a moment.
The principal equipment for preparing pulverizer) coal on
1.
the locomotive is located on the tender and consists of:
a coal pulverizing mill;
a coal. conveyor with, trough, cruher and reducer;
a stoker steam engine with a winch Csharnirniy vale for
turning the conveyor;
a puiverized~COal. bunker with two conveyers;
a stoker steam engine with drives for turning the pulverized"'
coal conveyors;
b.9
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Ill
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I: ksM.h' z 7.Fw T . j , ....ti:. ,,,:mss V^ ~. o.
CQr ~cedflt~ ~tr to the t~n.bi,ra cyetem;
a tux~bi,n~ blower
a $i duct wj'th _ Carbiu'etor h?ad that oonneCta the
.he suc~'~,on?i,r~~et connect~~~ branch of
fi,xc~hoX ~,nsta~,l,~t~,~awith ~
i;hQ fan;
pul,vex i hrpu h the
edMcoal ckucts that conrnsct 'the tLl t
~vd?co~~,l? m~l.f~.r~r~ 11ra~ o~ c~~^'ra~~re't;o1~ with
btiast fans and the ~~ul,vEri ,
the f orcadwdrraf t j J.,.ets;
f a1^ f eedi.n ~ thc, mi;l., turbino f'an and
steam n supply pip? s
donkey en1ine with teamo
0) conai$ts of two parts, a lower part 'In
The rni.l1. (Figure
hich the carl is ground, arid an upper part, where the ready pul.w
w
ve seIparated from the unground pieces of coal.
r~.2ed coal. :Ls The m? acts a5 follows. `ri'he coal entering; the lower part mill of the ? ?:l. 1. through the inlet connecting branch l4, falls on the
m a.
steam jet 7 , is taken up ?n, u'. by a highwve;>.0c7.W je't of, superheated
steam arid carried upwards to the steam diffuser .
erlent 'thx'oiig kl the dif'fUSCr the lumps of coal
In thea.r rnov
? de wi th e a ch o ther and are broken up? On leaving the dif M
coll.:~
fuser they move forward. and encounter in their path the baffle
strike with great force and are converted
plate 3, which they
partly ' to dust and partly to ftneiy-divided coal.
After str? late the stream of cool ,Eragmen'ts and
~.k~.n~,r , the p
" the
steam makes a sharp 90 degree turn and then moves pe,.~al.l.cl to
'the walls of the mill houing. In the course
baffle plate towards
of "ream of coal and steam is traversed by the
its motion the stream
hat mixture of gas and air issuifl from the gas~air line 9, which
~~
H
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takes up the Finished eoa1Mdust and ;dine grains and carrtes them
down wL h i.t, while the stream of core, and ste un eonea anoo mare
to the aa,
In its further journoy upwards through the duets of
separator 1, the velocity o.t' the strewn continueiiy fats an
account of the increasing sectional area of tIze passage. M a
result the larger pt rtic1es o: coal continue to ,sottle and thus
leave the stream.
on ?t3 arr'i.vai at the upper part of the separator, the
stream is directed inside the separator :funnel where it passes
between the rotating vanes (by which the direction of the dust-
air stream is changed) an.d the eoa1-dust outlet connecting-branch
of the rrLi.].l. During this course the velocity of the stream is
sharply reduced on account of the larger area of 'the passage,
while centifugai forces are also generated by the stream being
directed by the vanes along tangents to the circurn.C'erence.
Thus the final separation of the finished coal-dust from
the incornp1ete1y ground coal particles is effected; the finished
coal-dust fue:L ?s directed together with the gas-air stream into
the bunker or firebox, while the incompletely ground particles
settle out on the bottom o,f the separator funnel and enter the
steam et again. The fineness of grind is adjusted by changing
the position of the vanes.
CSee following page for Figure 8]
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A- M.
Figure n, Coalpulveri~inE mill for Fl) Locomotive.
Mbaffle plate; L~.stokex inlet connect
l~Separatox; 2-body of nu~.l7., 3
.~, . 6-tre,~ for cleaning mill; 7-steam jet;
ink branch; .steam d,~~~'usex, z
. _gaswaix pipe la..protectiv'o riet~~in
h ?
8-ran a.n1G', conrlcc~,~, ~.r~~:, b~s,no ,
for coarse coal.-dint; 13_bracket and sup-
11_rnanhole; l2-return hose
~,~..
porting for separator vanes;
porti.ng guide pipe for separator, G
lug of delivery part; 16~de1ivery part of mill; 17-1u~ fox lifting
' on to rli,txibuting box of mu~.ticyclone
mi~.l.; w,~lan~e of connec~~.
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To quality off' thQ mi11i,n also dapende on the motsture
content of the coal, The drier the coals, the better th@
milling will be, and the hi he r ~ri1i be the productivity off' the
mill, For this reason the heat from the asMair rnixtura and from
the steam is used 1' or dryln out the produet duri,n ; he rinrling.
Accordin to expei'imerital data about BOO kg of steam are wed fox
milling ono ton of coal. The puiverizec1 coal bunkr;r (Figure 1)
serves to store the supplies of pulverized coal, requirad to keep
up the first during; standing, for getting up steam in a cold low
comotiVE and for use when the mi11 is out of order. The amount
of pulverized coal in the bunker is enough or the normal oper~
ation of ?t}le botler for 1 hour without being replenished .from the
mill.
The bunker is of welded metal, rectangular ir1 Shape, and
divided into two pockets on the bottom, Two troughs fastened to
the bottom are corlne;ctod by connecting branches to the dustwrriixi.ng
boxes or carburetors. Each trough has a pulverized 'coal conveyor
to feed the fuel to the carburetors.
Under the bunker, beneath the fuel conveyors, air-jets
connected with the main air-reservoir are installed. These jets
serve to break up accumulations of pulverized coal that may form
beneath the conveyors,'..
There are two inspection hatches in the upper roof of the
bunker, and also a large manhole, all of them wither hermetically
closing corers.
Special devices called cyclone fans or rnulticyclo.nes are
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in~~~i1pd on the roof of the bunkar, They serve to renrlove the pul"
verized coal from the as air s o it from the miii, and thus to
a,uro a constant suPp1y of pu1ve c'tzed coal to the bunker. The
ss
multicyclonee ordinarily catch from 75 percent to 80 percent of all
in the stream, while the renmifing l5-2 percent i z
the coal dust
carried with the air into the fir?ebox,
ai float ind:icators are provided to show the amount
Spcci
The inside walls of the bunker and of
of coal?dust :in the bunker.
ducts are built without having any projections whatever,
the fuel
continued stoppage. or obstr'uctiorls at any point in the
5jrice long
flow of the fuel may result in its spontaneous combustion.
ulveri2ed'coai conveyor's are lighter than those used for
The p
' ary coal. They are driven from the donkey engine by one
.n
arda,
ction-drive 7 and two conical reducers 10 and ia..
cylindrical reds
The conveyors are started and stopped by the lever 16.
For normal operation of the pulverhizedNcoa1 firebox, firstly,
combustion must be completely finished by the time the gases arrive
the tubular part of the bailer, and, in the second place, the
in
temperature of the gases at the tube plate must be lower than the
melting paint of ash. Unless it is, molten cinder deposits will
form an the tube plate and the caps of the 'superheater elements,
(See following pages for Figures 9 and 10]
In order ar t0 reduce the rate of heat liberation as much as
possible, the volume of the firebox is made as large as possible
usually at the expense of the ashpan by removing the grates. Even
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with u~.verizedM:~ueJ. ducts or ~'D
Figure 9? Bunker ., ~i~h p .,
Locomotive
Lrliul.ticyclone; ~?safe~~y
Safey valve; 3.manhoi.e;
?
~.-b1,~er, ?-small valve . , c ~)u~.
w ~ e handles; B~valve han.c~1r s ) , ~
~ , ~ W~stribu~~ion box; ~ valy ~
mill , J.2~~~~rbo
l speCt~an trap of m
~.,
,ri~ed~.~'uel duct; 14..mill; l_n
.s Of
vc.
ling of pu1veriZeduct,
~ b ower; :L3~ba:1.:1, coup . ue],~'et
of pu~.vera.ZedWIue duct
w
compene~tor, ~ball coupling
Mer head, 19-bail coupling
fuelje~ or burner; 18_gas_mix
holder, 1.7_ ~n~ ;
w~. coupling ~ on tcndcr 2l
e ~
~ hof ga.s _mi~.er head an locoma t~,v 2pbal
ulvexi~ed_fuel duct
a.ndle of test rod; 22 deed of p
~
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F ure 10. . Drive Cor pulveriZed-fuel worm conveyor
on pD Locomokive
-fue1Nconu1eyor; a-guide tube of fue3.-C0f~
l~bunker ; ~-rear beax~.n~~~ 3
~;6wdonkey engine; 7wC-~inr1x'~.ca:l red,uCer;
veyer; sw~'eed of ~ .~ue~,~c.uc ,
B -fuel C7.U,Ct ~ 9 ~Clu. ~Ch, ; 10Wconical reducer; ll-shaft ; 12?c1ut,ch; 13~
' cal reducer; l~w~aos~ of shift
,t'rant~ bearing of fuelwCOn~'e;rer, ll.~~.con~.
~ lng lever; l6~engaging lever of fuel~conveyr clutrch; 17 wclUtch of ,
fucl cov'eyor; i-sa'ety stop
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 t..
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when tU is done, however, tha heat iiberr t?d in fiho iocArnotiVQ
'i.ro1ao.~ x rechas 1.2 to 1. nitilion kcal/r per hour (as a ainst the
1 2QQOG0~ OBO00 in the station u'i boiler) which creates Certain
u~ua J J
difficulties. To safoguar'd the wails of the ashpit and
operating
f trebox ?rame from the action of high temperatures, they are lined
,h firebrick. The secondary air is i.n'traduced into the firebox
wi k
through a hatch in the front wail of the ashparl.
In the rear wall of the ashpan beneath the fuel'-jets, there
is a second valve for incd,uction of air. Two vents are provided in
the bottom of the ashpit for the removal of ash and cinder.
Under the firebox frame, over the fuel jets, is the gas`
mixing cap through which the gases are drawn from the firebox to
heat the air that enters the m.
The arrangera.ent of the firebox is shown in Figure 11. The
fuel- jets are located at the rear corners of the ~shpit, under the
firebox frame, arld send their jets of fuel obliquely to intersect
at about the center of the part of the firebox under the fire arch.
A turbo blower fan serves to feed the system with air and
is located under the floor of the cab. r'he number of revolutions
per minute is regulated by changing the steam pressure by a valve
in the cab. Its capacit;r,.sr up to 10000 m3 per hour.
i
- F lure 12 is a schematic representation of the whole pul-
verized-coal firing system. The operating cycle proceeds in the
following sequence.
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~n
a
+
r
'
U
N
-l
o
c;i
S?i
U
H
r i
N
'~
r~
C
l.J
z
0
n
..C
rn
i-l
U
hl,)
H
~d
C
ir'1
>
4,.i
-p
cti
4?
vi
4.:)
0
'
'~
tl
rG
I
`-'
p.~
Co
C.)
Cu y
? r
U
I~
bLJ
rd
U
tl
i'
nj
+ +' I
.) I
V1 ? ~r ~I
h
i{ N
U
rC c~
'd b() C\
?~ N
ctl H H
a~
 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
I
S i\
~ lAsia~` [
of fuel duct;
of stoker ? 17-guide
)
Figure 12. Inst~11aG rn ~ 'lQn of , -~l i~erizee-cGal etu~.~:m..,.t on series FD Locomotive. ~ ~~ .. 1-jet for tulverized
coal; c. KGs- i head, ; 3-ball cowling
nixe~r .
of ? 6-telescopic joint of gas
fuel duct, j ~
L -bail coupling of gas duct;
duct : 7 -turbo-blower;
-telescopic joint
8-steam mil l ? ?- tear jet of rill;
distributor head; ^ ~~a ? 1 i ? Tr ] e ? 1 _ru vel i Led-coal bunker ; 13-safety
., ~
coal to :tli.ll 15-reducer 1 \~cer~ of stoker; i F-Garda shaft
~ ~ ^ ~ ~-?nLCer for
,ke r engine for stoker ~ 19-conical
l$dQl,.,.~
-
10-
valve ? -stoker to deliver
tllte for ardan shaft of stoker;
~'
-e-r -or, reducer; 21-clutch for
~,. ? 20-cylindrical ~
Duel ?on ~
z , Q 2
fuel ccn~fe 22-donkey engine for reel conveyors; 23-reversing
~Tcrs: r
2L-feeder of fuel-duct; 25-reversing valve of
c;r ueltt here means
,EriZed coalJ] .
oTL.z. ~-a1Z_
J
l -cofl e =or donkey engine;
7al : t,e for f ~ae_ ., ~
stoker engine; 26- uel conveyor
donkey ~
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Grote :
 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30: CIA-RDP82-00039R000200150012-1
From the tandsr, ooh. is delivered to th? mill b~r the ;stoker
(conveyer) 8. In the 1fli11 it is simu1tanoousi/ dried out and ground.
lho finished fuel, together with air acrd steam, is conducted from the
mill through the tuba duct into the mu1ticyc1one, where the puiv?rp
i ed coal is separated from the air. The former f'aliEi into the
bunker, while the coaidust?fG? air is drawn up thrcugh the inner
tube of the mul'ticycione and is led off through the fuel duct to
the fuel"jets. In the course of this movement the air encounters
on its path the pulverized coal delivered from the bunker by the
conveyer, and carries that coal through the fuel-jets into the
firebox.
1'he air conducted into the mill, to dry out the coal, is
preheated by means of the hot gases drawn from the firebox, which
are mixed in the gas mixing ca,p with air arriving through the
damper from the outside atmosphere. The temperature of the gas.'
air mixture is regulated by using the airwdampero
The control system consists of four valves installed in
the cab, by means of which steam is admitted to the mill, the
turbine blower fan, and the donkey engines for driving the coal
and pulverized"coal conveyors.
One of the faults of the installation is the necessity of
limiting the temperature of the gas mixture to Soo degrees Centi-
grade since increase beyond that point involves danger to the
operation of the fan through which this mixture passes, while a
higher temperature (L5o OO degrees Centigrade) is required for
handling coal with higher moisture content. Besides this, the
existence of a partial vacuum between the firebox and the suction
-6o
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 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
a caxta~n ~moW~ ?~ pxc~w
oonneotin bxanoh, wh~1e the
in1A`~
n 1~xanch o the :fan aid t e
tween the de~,iv4x;~ cor~ect~
eur? be mt~l~ee
d d
f'u~a1t (pxesauxe craata by the air delivexe by the ian)
bunker and
oints and seams of the rail,
it necessaxy to have a~,1 j u oaldue~
~
u~.~.Y packed ~.d~.f~?s~.on o c
],vpr~.a~ed~caal duct caref
is to be avoidcde
~ completely e1itfl by the new
The se shox l,eom.tn~~ ~ are
leme T~i~~ure ].3) pxopo~ed by ~ gineex sYganlco~r. Its basic t rate the
n ~sG~
the T'1) :l.ocoma~~:~Ve :~s g
~;f f erence Pram tha.'~ installed on
d. state under a
ma.li, bunker, cyclone and most o the fuel ducts op
e pas sib~.lity o~ dust da.f M
e1.i.mi.nat:r.n~
~, tial vacuums thereby th
p~ r
the tuxbi.ne fan in the
This is accomplished by plecin
fusa.ano
cab and .'et connecting branch to the fuel
and connecting; ~.ts suc'~~,an a.nl
T'he
cranes The
verY cannecinr branches of the Cy
ducts f ,tom the de~..~ ~ in arc ,h air,
et canz~ecting branch (fox drawirl
preser>.ce of an inlet
d cyclones)
fan directly and avoids the bunker sxt
which enters the
~~ ~a:i.x min tare at the fan to 60
reduces the 'temperature of the go.a
t tem~ exa~tures runn~.n~ u~~ to 00
de~~~'e~,sN70 degrees, as aga~.rrs ~
`T'hanl~s to the incIea,sc in the tern~~era~
degrees before the
rn~.lJ.o ~:er the
'r rnixture i?t becomes passible to trc,n.s
tore o~ the ~~.s-a:~ ~ blower
anon on the exhaust steam from the turbine f ons
mill to oiler
the new scheme is as follows The
The working cycle in
gas-air ~.), at a ~temperatuxe rniflg up to
mixtu~~e enters the ml
an
after the coal has been dried out d
60c) de free s ~ In the mill, the
cooled down to l00wl20 degrees. From
warmed, the. m~,xture . is
:r.:ll the ).dust ~uel~
ure then proceeds, together with the coal
rn' ~.~. ~
6i
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 Declassified in Part
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to the cyclone, where the fuel dust is seperated from theasQS,
Fr?m the cyclone the coa1dust~free air i,s drawn by the blower frn
and is mixod with pupa air conducted into that Lan 'bhr'ouh a spe"
cial inlet connecting, branch, as a result of which the temperature
of the a;tr is lowered to 60 dcgreos before it enters the blower
fan. Thence the air is forced thmugh the pipe duct where it takes
up on its way the coal.'dust fuel delivered by the conveyers and
blows that fuel through the fuel jets into the firebox,
An experimental check of the scheme has confirmed its su~
periority.
Steam in a cold locomotive is rased by using pulverized
coal, To put the turbine blower fan and the donkey engines into
operation, and also to start the syphone when get brig up ste un,
a supply of steam from an independent source (such as another
locomotive, a stationary boiler, otc), is required.
The mill is started only after the firebox has been well
heated by the operation of the `fuel-jet on the finished coaldust
fuel in the bunker.
Although considerable achievements have already been regis
tered in the field of practical utilizatiori of pulverized coal. for
firing locomotives, this problem is still far from being solved.
The existing systems of pulverized coal firing, besides
requiring complicated and bulky equipment and installations, do
not even assure fuel savings, as has been shown by operating ex~
m
perience with the series E and FIJ locomotives. As a general rule,
62
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~
ue1 dint is c~~te~l the ~~~~~
ta 'ihc~ cy'c.~Axio, whQrQ ~,he ~~M
~f'x'sa air U drawn by to bioWOV
~'xom '~kle cyclona the ao~:i,du ~p
conclue into that fan throu~l' a spew
end ~.~ mi.xod with burp air
. a~'atux'e
sr aGY~ as a rr~su~.t of which the
o1 in~.e'~ conr~eabr,n a blower
~,d to 60 degrcaac before it enters the
of the stir ~.~ lawex ~ it ~a,ke ~
forced through the pipe duct where
fan, Thence the air ~, ~
Q
oaf,?du,t fuel deltver'ed by the eonveYr's and
up an it a way the c
blows that fuel, through thG fuel, jets 'into the f'ircbaxo
hoclc of thy: scheme has corC ;I.r'rned its suw
An exj)ex.L me nt al c
pcriori"Y.
by usi1~ ~~;uiveri.~cd
S 'mil in a ca:l.d locon`a?Liv~; is n ~ raised
b:l.ower' i'arl snd ,~}1~~ donkey cr~ginES ~.n'ta
coals ~~'o pu~L the turbine
to start the syphot~ie when getting up ste~n,
pperatioil, arid also ~ ~
an i.ndcperiderLti source Ouch as another
a, su:pfal~I of steam from
tat.onaz'Y holler, etc), is required.
locomotive, a S
~3 d onl after the firebox has been well
'~.'Yle ma,l1. ~. . s ~~.rt,e y
..the fuea.~jet on the finished coaldust
heated by frhe opera~a.on of
fuel in the bunker,
though considcrs.blo achievemes have already been reds..
-
Al
utiliZe,tiar~ of pulverized coal for
terec~ in the fi~;l., o:f practical
f;LYa.ng locomotives, this problem is
still far from being solved. ,,.`.
--.-
t ' n r systems of 'pulverized coal firing, besides
The cx
~.s .. d bulk equ:a?pmen.t and installations, do
,req~~zira.ng campla.cated an y
l savings, as has been shown by operating ex-
not raven assure due
m FD locomotives. As a general rule
riertce with the sera.es E and
?
-.62
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;;?
ft.
U
s
~
FLEpu' sYetem of ~a~~~.ver'ized?coal
rr of Engineer Tey ankav ~ ~
. ~.i~e:Lesco~ic
re 1.3a echoLe -erw
,.:t.xn..~. .~ rebox ~ 2.?g~,S mixer, lie ~.d; 3-airdam~~; l~ba~.n ' ~.. ~ n' ~L1. 'La CyCa.Cr1E;S;
ii1.; ~w uc::l..~riuc, from r i
~oin?~ or gr~s-a~.r duct; -rn cfuc?~ f'or' p'u].vrr'i7~ed.
ezod caa1. bunir.er;
7_cyc~Lone; 8pu1v
coal ,nc, ].1. ~tur'bo ~b:l.u~~o ~'; ~. 2 pre s sti~r'E
. 1.0 ~ ~, ~~.~' inic~ conr~e;c~n.~~,Cl, 'ain~ of ~ue,. rl ~c~u t
'a,'red coal; 3..bai1?te1e5c0 p~.c j O1
duck for ~~~var to :~ .rcbox;
f'ron~ valve for ~?dmjLtng sir
iLfuei jet; M
.or c,,ve f'o~ ~,dmi~air air ' to
,i~~?.n~; air to firebox; 17 ro~.r v re~~urn~
E c.C~ y
jssion pipe for miil; 19_conveyor for
f'irc~box; l~Mee~m c,dm
coal; ~. ~2~,?r'GC~l1C;eT I'C)r COdl Cconveyor.
jng 2(~wco~J. canveJo
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a~.X'~ and 'thus intaxru~a?Lc~d r~axn~~~.
these 10eamatjvas ofAn neadad rep
nc~n~ many
u
ns. As a r sul pro udice grew up
may?ulal~~ o:~ txa~a,
cafirrl~ in enarals which
?raLtian workea,fs,inst pu1vcriz
they cr~ns:~dered an ineftc;ten~ and unpror'sin mcthod, his o
course is riot true,
The resca.rch work which has been lane on sys~ams of pulM
bhat the p~iaductiv~.tY off' the mil'1
vGr izedMcoal. fs,r ink; has shown
~, excc;od 2000 kg/hour, while 3~00~
an the FD l.ocamo'~~.ve does na , , ~ ~ ?~
:r1 r~e d coal are re chi ir(; d; and wa, th this the
)4.000 kg/hour of pu~,ve
ta:i,ncci. was very poor, and tIie overcoraaumpM
quality of the fuei ob
t.vf; reaches as much as 1(70 ~~ercent
~.o~~ of fuel on ~~h~. a lo eoma :Cul de~
?b
The main reason for this is the ufSueces~;
above the norm.
snecial.l.y on the FD locornotives) s
sign o:C ?~he atea.m~air null (c
~ ~l~hemselvcs that serve to inject the
and likewise o:~ the {ue.L het
a, .~ firebox of the boiler. . Unsk~,llful handM
lrwfuel. m~.xture .crl~o ~he
' Ve crews ~~1,so ~,>;~aya a, riot una.mporta~nt
lint; of the m~.ll by lvcon~ata.
part in the deteriora~lon of 1toperation
It has likewise been established that the mill ' respects than that an the ~'D models
locoma'~1ve 1, better in
are successful design of the jet and
This is explained by them
t' v?tY of this mill, when properly regulated,
ejector. The produ,c ~. .l
the normal operation of the bailer rL`hus
is 5uff~.c:~en~ to supply
steam ressure of 13,9 atmospheres before the
for ~.nstance, with a p
. e .b "' 7 p k g/ha~~r a~' pulveri~aed coal, while at
~, ~~ produce s up to ~r
es orll kg/hour, wklich of Course is
7 atrnaspherns it pr~oduc only i26
su1'f'ic ent.
very far from being
. .
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_ _ RDP82-000398000200150012-1
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Other f ac fors that rn.li,tate to thQ ci1,s+ dvantse of tho
pu vcrl Zed . 'uel firing cyetem are the re1ati ve1,y high cc t off' prowl
part;, trr nsportt1 ,ra l storing pulverizQU coal,, and also the
neccJs$ity for strict observation of the f'ety conditions pre ?
scribed by the reuiations, sinc3o wader certain conditions sponw
taneou;3 combustion or even. explosion may occur in pu1verizQd coal.,
In v:Lew o.~ all that has been prcrentcd above, it is not hard
to understand why pulverized-coal;iring, down to the present time,
has not emerged from th,e /tage of experimentation either in the
U3Sor abroad.
TI1E Ekm LOCOMOTIVE (USSR)
(The plans for the rnodernira Lion of two Series Em /acomotives by a
combined (complex) scheme (whence the designation Ekm) were worked
out and performed by the Locomotive 1)epartnlent of the I?MIIT, headed
by Acaderrdci.sn S, P. S,yromyatnikov. One of these locomotives
Ekm 7O7 .-32?~was tested under operating; conditions on the Tomsk
Railway in 1912?1.9L3.) )
Some types of locomotive mocierriization, when performed
separately, on a non-combined basis, have only a very slight effect
cn ~i f'he? thermal. efficiency of the locomotive as a whop:
may be improved, it is only to a very i.risignificant extent, It
has been established, for instance, that feedwater and draft air
preheating result in a fairly perceptible reduction of the super-
heat temperature. Thus the plus suns from this really very use-
ful measure are to a certain extent cancelled out by the minus
signs from the reduction of the superheat
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nor U the dire c t r3 U1
This ~hQ nAme
1ao:~1ar. ~read?Yaio1a~ ~* P.
~i thex~mai balance in .the
n~ the nAr17 , ~,ntroducti?~l A~' ~,'?Ad
t?t i 'thU way. the
~~rroynya'tn~.kov ep1 e ur~1 ~,ncz'easG~
,not~.vothex thte beg q
wetex heat~.n~ on a ~,oco
.1 atG d ' ~~~t s~.nce the. tampara ~.
weight o the stoamQner
tie amatiu~t by , ~rent~?Y tl~e 'the~m~rl
~
bo~.ler, or to put it d~.1'
M
?t~~~^o reg~.me in '~11 s
c1 gu~erhee'1~er e;te7n' ts, rp
the e gas stream that bathes tY1 (say
'
work of
d each l~r1i't 0s`tea~n by weight
min a c~uanta.ter Lively unc;han~e ~
..s a smaa.ler share o~ h~a't fox'
01x,0 cr.~nsecll~cnta.y rec,~? ~.vo
a kil fa ~, ~'al~.;a
and the su~)C r11e co rdirng. Y
superheat,
r l~,cabl~~ to the
n oxte n`' the s acne thesis IS app
To a certai
prehe ,~, he (thermal) effect of the ge,ses
True, t~1
~~tin Y, of draft air. t air hot to the :~a.xebax,
is cc>nsa,clerablincreased by the de1ive1 ;Y of
but, :h draft air
by made on ~,ocomo'tivos are.
as has been sho~rxl y ,
., .~ ~ ~'l.r~:oe'~ en~~ir.ea.y 'traxls~erred ~-~
.,hea`ti.rig, the add:a.ta.one;l. heat ~.;~ ~,
~>rc,
boiler to eating the surface of he ?iX'e it s1 . T e
the ~ Flo the .t'u.~e of the
? re of the gases as they emerge iri
tempez artu
boiler ~i~~le increased, name~.y', by on~.boiler is therefore rel,~,~.vely' li
some ~ .. ~, '0 degreea
;~a:Ct air is T''"ehe~aLacl by ~
~p?~~ degrees when the d the su~ cr~
weight of the steam i n th
And it ?ol],ows that each unit by
? ril a small accession of heats
hewer likewise receives oY
In his ,f elcl ~cs,demician
?heoreticai studtes in this f ,
,
' measures to ~~re~.
n'ts out the riecssity for taking
~yr0mya'tkov poi with the
vent lowering of the degree of superheat simultafE;ou5Zy'
feedwater and draft air.
intraduct~.on of preheatl.ng
Locomotive Department of
,in au'L from this. p0s~.~,ion, the
Mart g
of two series ~m to c orna ti~'e s by
IT eri'orrnod the madcrnizatbon
MEMI p
- 66
,.n .:..... .: .. .:. . ,: ,.: ?.,,I ,.,.. :;:. !. 1. ( i I rt c,-:-, ~ Y I C t ,~ .C,irtltl qS
,.,~ . .. , :,, .
'ie( 1t l r ,..,1 f ,?.,.'.I r , 1 ..i l,. . . ..,...
'.~... ,,.. ,;: :. ::.,';:,d
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 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
b nir~kin~ appropriate jnrprAVements in the
mu1tipia methQc~, i.e
fire-tube ~uperh?ata~, pe,ra11e1 with the ineta1iati0fl cad' ?ad?wator
~ ~ s s~~ems. The locomotives so ~~adexxll~ed
e,n~l. draft .'.air prehcatln~ ~'
e;iven thQ c1esi nation Skin.
Q
wet
comotives (Ekm 707 ~Lo) was equipped with
One of these ~.o
a Clraft air preheat ?in ,nsl~a~.] ,a~ion of ~~he NxxZh'~ system, but
a
with certain variations in design. Particularly, to reduce the
hydraulic resistance and promote unif orm distribution of the gas'
, ntire crossMsecLi.on in the air~a.nbako and. air~.
air stream over the e
'
wise in the gas deflection chamber, ?rnd.t1
outlet boxes, and iike
directing vanes are installed.
The presence of Pla ,,,ndtl' vanes, an improved gas-air tract,
a more rational 'c-circular) layout, and the proper dispo~
'trational (rklombl
siti.on of the tubes assured the possibility of obtaining from the
the equivalent of the thermal effect from a typical
installation ~,h. ~'
draft-air te.., in spite of the reduction in the number of
,~~rel~~,a
tubes (to 120 instead of 7G.0)?
n the proper thermal balance in the boiler, the
To obtain ~
.~
superhea d in 146 fire-'tubes, instead of
superheater was pl~n .ce
s a r motives Under these conditions only 71 fire .tubes
~~. e s lo co
could be placed in the tube plate (instead of 1L7 in the series
locomotive Vim). ._.~
r fire -tubes are arranged in six vertical rows (Figure
~hc
mpossibility of placing the usual type of
~,)~ In view of the ' ~.
six~row collector in the smokebox of this locomotive (since its
cb.rnensa. .ons are too great), ?t), the cnllecfot is filled in three chambers
i to to scheme shown in Figure 1.
and. four roans according rg
67 M
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I+~aw+rh+pJn~wrrnSex~
~Ih4ririwp.Jr+~ww
~ww~NIw~wAlJ~ww~.w
aAIOYMWNMF~PA1tlFJtMJW1'gJrrtura'.".:?+
IJNiMMwwlwlwM' e~'u~
pp-,MgMyIJMn~'AMA';+1d~91NgVYiMMIt
wwwNw/wwwrYw~lsghw.lwr
~4~w ypy~IYMNAMVN46UIMgNIA1MJ iYigIhY11M4.y4
Ar~14r14AWNMbN111SN)
~MMPJlJMM01~~A'MJIJIWI
ThHWt1NNJt -r
Figure 11.x, Usual arrangement of superheater clernents in boiler flues.
Figure 1. ~ Modified scheme of conducting steam to superheater elegy
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bAtwaan. 'bhU suporhcatpr and the oxdl,nary
The dt~iexance
sl e~ep
, , h~.~ the ~'GUxwaoursa, ~two~revera~
kind cons~.'~~a in ~~~e ~a.cia~
menus a~'e doub1ed and p;l,s.cQd not in a stnie ftre Mtube , but DAWN
central chamber of t,he eo11cc`>;ar replace a
cecui;ive1Y i.t1 two. the
the euei;amaz'Y two .reversai aiemen,ta r
the reversed 7,00ps of
The reduced arid ii. rhtOfad constz1uation off' the draft-air
Ea
above none theiess kept the srlartcomin.g$ in-
~areheatar described -~ which wer@ ii std in 'their place during our
here~L in that dgsi~;n ~
description of this type of air..heater.
. ~ ' ~ ' r~ 1 the locomotive Ekm 707-32,
For this reason, in mode7.na.r~. ~~
from the enumerated faults, was worked out.
s, new desa.,gn, free ~.
The dr ~ , r preheater consists (Figure 16 and 17 of
~~,f ta:~.
~ ~ aced in a niche of the smokebox, The na.chc:s
Four separate ba~.l~cs iii
are made of bajler-plate 10 miilmeters thick and are set up by
he smokebox ~ra~.l au~tanous~.y for
' cut irito
we;1.~.i.nf; to an opening
this purpose.
The banks consist of ien ,ths of fire-tubes arranged ver-
ticaliy end welded into honeyCO1~tb~tyPe sections. The tubes terM
in 1~ockets of 3 mi1.;limcter sheet iron, which
zni.na~te above and below ' ~.
as stream from the air stream- The
---.
are intended to separate the
a casinn and the bank"s~is~l~en~.ed and faai;ened
tubes are surroilnded by ~,
the flanges a~ this caging. The niches
to the r>.iche by means of
bunkers in which cinders collect. The two air-
ternate in w~.tJ,e
duct s k join a single sleevG at the front
of the boiler, which ?O fl sleeve conducts the preheated drat-air
x is divided into two parts by a baffle
ta the e.shpit. The smokebo
plate.
6g -
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e ase s erorn the ~ irQtuba s pass dox the ba~fle plate
Th ~' nw;ndowt~ 'a.n the 1owex pp.~~t o~ the
and, thraUgh the opn.neg, or ass through
the has pocltets, whence they p
smokebox, and then enter
the banks, and
r banks. They then rise above
thQ tubooff' all you rt o~ the ,G',rabox
the Upper gs pockets into the pa
ernerge thxau~h th ar?c~d th
rou~l1 the
e whence thoy are disch
iat,
above the ba~e P fact that the has
to the atmosphere. 't'hanks to the smolces'~ack :fin lcets or the
jet makes an abrupt turn as it enters the lower poc
; the ca.nclers sett:l.e out
bes a considerable percanbae of ~
bank to ~
and fail. into the bunkers.
'des through the up,~ner pockets
The air th'aw~~ i'xarn the s:~
passes down between the tubes , and enters the a:i.r duct thrau~ the Lower au' pac;kes,
whence it go e s to tlie aelnpit p
km ~is moved backwards an
The boiler in 'J.ocan~ota.ve E 7O732 lighten
the Fraby 37~ ~-~.lime'Lcrs.
r1'hi.s rna,d,e it possible to nd da,s'~~.bute the boiler weight
the load are the forward axles a in turn
more uni~'o~'jY on all the axles. Movie; back the boiler i
for ?r,he smakebox, thereby making cnnM
assured a greater 'ength
..he air heater bank possible and also
Venient placement of l, the
o~^da,naxY
assure the ~.nteYchar~reab~.~.i.ty of
rna,lcinE it poss~.ble to
Schmidt type of superheater with the sixwrow collector'.
welded cc,r~struction o~ channels
The superheater box is of we' .~ r
slab ~~ m~1:.met~xsthick.
and fire tubes and n.s mounted on a _ it an
a'ter element tubes are attached to
Six rows off' ,,upcrhe
Ryazantsev cones.
70
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Figure 16, MEMIIT'wsy'stem air-preheater on E' locomotive 707-32
(side view)
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.. ~ m ].ocamo~~.ve 707 32
Figure 17 . MLMIIT..sys Lem a,ir_preheater on
(front view)
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..he bask bvi1er d~.mens~.ans or
8 ~al~?W'I.n~ ab~e ~ .vas ~
Th off' compax~.san, phase A~ the
;a,AOOmv t~.
ve Ekm 7Q732, ands or puxj'asQs series 1m ~.oCarnattvQ.
TAk3LL 2
...,,.,-,----?..~.- Lo
Ekm
707-32
Name of Elements
Em
~...__ ,_ _w*___. ~
Area of grate R, in sq. m 1804
eating sur:Cace of firebox Ism in Sq m 18,08 I 7.39 7 ~ 39
Volume of firebox Vm in cubic m ., 1~7 x ~~6/51
be s n d.d, 17 2 ~ l~a~ yl
Number and cd,ame~Ler of f~..~etu , d, J , ~.3 3 32 x 1~~~1 33
.
G
'
ex' and di.ame~te~~ of flue, nf, d~ L6 x 12~/
Numb
Eva,pora~1ve water surface of firetubes,
Ind in 5q? m 11~.6
,, 44 ~ 9~ b~,, ~0
Same for flues, Ii f in sq. m
loyal arabive heatbing surface of
'vap ~.950~~
boiler, Kl< in sg? m 160.La1G
in sq. m 86.L 60,0
~~E:rlt:ng surface of superheat, Tl
r surface of boiler and super'
Total hea~:~n~
2L4b.94
heater, H in 5q? m
1M:l.ame heating surface of firetubea, Ind a.n sq? m. L7.40 10.70
es u to beginnin of superheater
Same for flu p 6.27
Hf in sg, 9.01 ~~~
m,
,pane for firetubes in region of superheater,
~2-19 7.02 Nt1f in sq. m
73 .
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The mocicrni~ed .,:~,ve E 7O732 was ~~,vpn a raid ~~t
~,ocomot
c1u1~~,1'~:. ,~9)2 ~11Y1d ~.9L3 W~,'tY~ dy~lAmAm
~~~ar_~er ?perati,rt~x con~iti.or~s
l.o and with vs,~r~~ t~'al,ns on th?
cap's Un sec?ti.ons of vain pro ~p~
oc?inc~?ti.vQ Em 726M7Q was ~;i,van petal
r~oms~ ~,ail,way~ '~ha aor..~es i
tests for the purpose of eornpari.son.
A detailed sna1.yais olL the results of these tests has barn
. sled may learn all the details from it,
published, and thous intei^e
--
( See ~~ Kornpl.el(snc~~ja moderrii,s.tsi~Ta_1 5ovr..roen.YYe
rl'ransGtctiorrs o1' MEMII ,~...........-.~ .~ ? -? Ine
r11bi,ned rnoderna.Zrli;i.an and iriadern, me tho,cis
metody rasc;hel,a, parovaZOV tCa
r,x,anca~zh~~l.dari,Zds.t, 1gl.i~~, Jubilee Issue.)
of l.ocoinotive c~~l.cul.,t.>ron] .,~ ~n mind nd that this iOCOrflOiVe was bested
It muse here be borne i
,. ? dwe.ter heater (out of order) anci that the
~~i'th an inoperative fee
not be brought up to the proper level.
superhelt temper~~,tt~~re could l no
The tests showed that the modernized locomotive was not only
~ ate but had al. 7o accjuirc;d a number ox' what
more econom? ~.Cel. to oaeY
in a certain sense, new propertics, namely:
were
he most dvant ..a sous utiliZatioi~ 01' the locomotive (rli.niM
t s.~,
wlay " wy ~.thin the limits mits of higher forcing
morn ordinate of the cup ) lay than the ordinary onc;s;
The economy of operation of the moderrliwed locomotive is more
stable w, limits of a wide range . n~' train s~~e~d~?~xps within the li
the ordinary ones;
These properties possess a very important practical meaning
canditions, since they assure more complete
under current operating
tractive resources possessed by the locomotive,
utili~ati.an of the
and at the same time they do not reduce its thermal economy, as is
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12-1
sua11Y the case with the st tr ctard types of 1oOO1Uoti.ves.
u
It rrlus t be rerembernd however that this iocomotive was not
arimontai study on the test track cif the TsNTI of
subjeatcd to exp
~tk~ MPS, and t hat, accordifl{ iY, the accuracy of all the above data
e
on its r?ul.t,i.ng results has not boan verified. At the present time
s
tine is now being tested on the te,3t track we have just
this locomo
mentioned.
CoMOi'IVE 1...o i'TT~TNC PULVERIZED COAL h'ROM A cEP~TRAL 5T'A-
Lo
TIONARY PLANT (Constructed in 1936) (GERMANY)
Figure 18 shows the equipment scheme of this locomotive'
while Figure 19 gives a general, view of it.
The pulverized coal is drawn into a welded metal bunker,
set up on the tender, through three upper ports with covers flush
with the sides. Two troughs with the conveyors 1 are attached
to the lower part of the bunker, and are used for delivering fuel
to the firebox. The troughs end in front in the inlet connecting
branch 2, into which the conveyor runs, thereby eliminating; the
chance of losing fuel from the bunker. At a certain distance from
its bottom the lower part of the trough is surrounded by a, second
wall so as to form the crescent shaped air~passage. 3?
In the first part of the trough the passage traverses the
annular section la. which surrounds the conveyor of the inlet eonN
necting branch, and terminates in a. flange to connect with the fuel
duct running to the fuel-jet 6.
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nnectad in the reru' by the tuba *ctuct 7
The a~,xM)~as;~k~~e icQ
~ h oaf th? b:lawer :~ar~ ~~ which ~.~
to the d?~~.:l,very cor?rnactbrurLa
.~ r arc) leads from the turb;l,z~e , ~J,ver~,zc~d
~,nstal,J,ed on ~tr~c water tsnl,
so lead 1'rorn the same turbine (throufh the verM
coal conveyors al
tical shaft > arid the xeducer with conJ,eai gear)e e A HP stesra
. ~ me locomotives to drive the conveyor. rl~rre
ena.ne is used on ,~o
clutches with :lever actuatiol1, so that each
conveyor shafts have
conveyor can be started or ]topped according to conditions, J$
~
it :rotates the co ~ nve Yor' Worm talces hold of the )Du,lverized coal
, .
from the bunlc ? livers it to the annular section through the
ex and de.
inlet conriectirig branch in the f rorLt of the trough. Air i'ront the
blower fan 1s forced through the annular section with a velocity
o f 30 m/ se c taking up the pulverized' coal delivered by the cants
vEyors and , blowing It t through the fuel-ietinto the irebox.
a. E
?4 r 'c:
., , 1 i
:
u,mM_4,4
Figure equipment of German locomotive firing pulveri~zcd
~,~~ Scheme of c q.
coal prepared at central stationary installation.
The amaltnt o J: fuel delivered to the firebox is regulated either
by changing the speed of' the conveyors or 'by turning one of' them on or
eft'.
Together with its advantage (with respect to simplicity of
equipment and ease of ~ servicin ')s the firing of pu1veriZ d coal. preM
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r ._r~ I hwWa t I
, L Nrym~ i+~ ~A,
y ..3:LwitlYWI1MMA1~~~'P111WYMw.:WkA - ---
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12-1
ai;~,on also has very substant,a1 9hoxteomins s
at a cerltra1
Figure 7,9. Senerai view of GerrAf 1ocomo'~iv0 f:Lring
~
p~v?ri~ed coal prepared at central, stationary 1nst91
l,ation ~PHQTO1
'the l.ocornotivo cnn be operated only on railway ,sections having
stationary coai .puiveri~ing jnstaUati.ons 3
large rg? capital, oxpenditurCS a,xG required to equip pu1verizieng
plants at the depots, and large amounts of electric power G~re used
in grinding, amaunti ',ng an the average to 30-3a lash pr tan of coal.;
the bulky pu 1,vcriZecl~coa:l bunker on the tender reduces the
supply of waber that can be carried in the tank;
~*
the comCal.exir,y of the operations involved, i.n loading the
pul.vGr:Lred col into the bunker and the resul.tan't increase of loco'-
r
motive standi.n; time for taking on fuel.
ecisel.Y for these reasons that all our efforts in
It '.$ pr' ~
~
the expex:>.mcantai work in the USSR have been concentrated, on in'-
cavidual. coal.~pul.veriZion the locomotive.
SA MIXING FFEDNATER H EA':~FR (UNITED STATES)
THE WORTHINGTON
'lh principal equipment of this system of feedwater heating
onsiete (see diagram of Figure 20) of the mixing chamber. 3, the
c
hot-water piston pump 12 and the cold-water turbine pump 22,
operated by live steam.
- 7 7 M
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T'ha rixi,n eharnber des directly eonnected with the steamm
chests o the cYtinders through the return valve chant 1. These
valves a 5UX^a aupp1y to rOp1aca thtt from the steam supply pipe
if the delj,very o; exh~iust steam should be cut off or the pres"u
sure be jnsu1Ticient.
The jnstaiiab1.on operates as ?oi1ows when the locomotive
is rurining with open throttle.
r
Cold water from the tender is drawn by the turbine pump
through the pipe duct 21 and is forced through the pipe-d,uct 17
and the atomizing valve 7 into the charbc;r 3. The water in spray
form is heated instantaneously on contact with the exhaust steam
inducted into the chamber, and the gases so released arc dis-'
charged into the atmosphere through the air-verit 6. Tk1e temporary
hardness salts are precipi't'ated out and rernalri in chamber 3.
The operation of the turbine pump is controlled automatically
by the float 2. Where the water level rises above normal, the float
displaces the valve, thus closing the admission port of the pipe
duct that supplies steam to the turbine pump, and the latter
stops. The exhaust steam from the turbine paases into the atmos~
phere through the pipe duct 19.
The heated feedwater from the mixing; chamber enters the
pipe-duct 10 and is pumped by the pump 12 through the pipe duct
9 and the return valve 2a into the boiler. As the pump operates,
the water-level in the chamber will continually drop, and the float
with it, When it peaches a predetermined limit, the float actuates
a lever to open the valve, which again admits steam to the turbine
pump, and the pump starts to pump in water again.
78
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12-1
' ~~ Ct ~~ ~~An with ~~"
The mixing chambcr ~
I ~ burn v~,a.v~a ~, off' Which the numbers an ~. d1.
memixturmixture ar1s A~' stAe c1e~.~;~ermi.~r~c~ne re
by the deliv'erY capactty, prevent the pos-
~ are ~'
atQarn cylindcre ? They are mach of
si.ble ?tcees$ of water into the
rustles steel. and are surfE,cc grounds
The I1oat 1s made off' red copper and the other dctai1s of
tke float mechetiism, of bronze and steel.
The oil gaining ng entrance with the exhaust steam and ae w
1,1. ~
of the water splashes out through the
cumul.ating on the surface
socalked annular aperture for the discharge of air. Thi.,s takes
.
p1~i,ce a sharp a reduction of presSure in, the chsmber when
moments Of s
is closcc~ When the level of bhe water instant:l,y
the regulating valve ~. ~
rises owing; to energetic boiling.
C~-
Figure 20Scheme of orthington system of feedw&ter heating.
79
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~
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de Qsi'~ed can tYa e wa~,~,e a~
~~hA 'lgA~' A~ Ail i~9~~n
~A
~.~ wh?rr all the waV?~ hay been
eatin rur'acv durtf poxio
the bp~lar h ,~ ~~ is being washed out),
boi1e' (for irastanee when
err~~~ied from the
uror raco1WnencYs bhe use of hot wader wttYa GauStrit+ eodu.
the mangy ark , , ~thc~ dare s sure lubr;i.ccabor
the ti 1e, x' , and the setbin a
~'ar wasY7i-~g ou , o~ oil.
e ard pump for rninimum c~elivex'
o ~ the stearsure :rises
to tho rotted l evel.
Thanks to ti're sliht thernmi capacity o~: the b41c:r, steam
is brought up to of rattg riondition in 1 minu? ?;s a 'ter firing
(20 atmospheres with a superheat temperature of: 380 degrees), and
after standing for a few hours the boiler only takes -v minutes
for this operatioxti.
The open?ation o:C the boiler is made comp/.te1y automatic by
means o?' three contr,.~1s;
A pressure control, which acts on the delivery o?' fuel to
the chamber. End thus assures a constant pressure oi' steam (ai'ter
the superheater) re,ardiess of engine load;
a combustion mixture control, which acts on the speed with
which thr~ turbo-compcc'c]ssor runs and thus assures the proper ratio
between the quantity of fuel and that of the air entering the
a water4eve1 control, w~lich acts an the Feed valve and
thus assures the proper amount of water in the system.
~A
Jx I
sr 1
I
r:
j~91 f { I I r , ( I
' S I h i} i r i I
,
n:daiii a,_os, r ?. ,
y4Y 7 i I
in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
Declassified
 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
burner;
motor; 11
feed pump3
19 primary ra.7Lters;
pump;
17
n 21 airM~uelwmixture control;
20 prepeaters and secandarY ~i1ter~ .
e u~ ent,
22 1ubr~.cating oil cooler
g 23 condensor for auxiliarY q pmalve? 26 returnM~l.ow apparatus;
2L ~,r.?prehater; 2~ regulating ~' ~
8 gas turbine;
9 compressor; 10 starting
eared transmission; 13 first stage
12g
16 duel
1~ circu~.s,tirlg pump3
11~ second stage deed pump,
u?hi.cant pump; 18 starting motor;
1
2'7 blow"'of cock.
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FIGURE 31
lox steam~generatin~ Installation
Scheme of Ve
tubes, 3 Wa?~er..separator;
2 evapora?~~.ng s
ated?steam collector, 6 Cue1?oil
~ superhe
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yQ1ta' o~n Ut~c~X 4Ily\
N. /
PQ''~
Q~- P-N'~I` 11
FIGU ' 32
lox boiler and off' carLVention~. boiler of
~f?iaiency curves of Ve
standard type
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FiODIiE
frame view from right e~.de)
on 1ocomotVe ~r ~
Bo~..ailx installation
[photoa
air compressor; 14 suction chamber
1 boa.~er; . 2 tae turbine; ~ M
d?a.i.v~ring compressed air to combus
o~ compressor; ~ air duct for
? dev1,ce Lox' in'~roducing phosphate;
tion chamber; b mud cocks, 7
~
uient; 9 economizer 10 start~nr
8 condenser for auxiiiarY ?q ~ .~ ~.smss~.on pa.pes; 12 re~u~.ata.n6 mech~l~ ,
motor for compressor, ll adm~. ,
1~ bxa~c .n~ compressox'; ~y sand box;
13 co~.un~n Of revers~,n~ lever; ~
ib smokestack.
FIGURE 314.
Outside view of l0co1flot1ve w .th Ve1ox boiler
[photo)
1~9
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 . FIGURE 3
Inside view of engineroom on locomotive with Velox boiler
I photo)
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The installation is mounted in the center of the locomotive body.
On the sides thou ne axe corridors affording easy and convenient
access to all parts and details of the locomotive power plant.
FIGUR 36
Cab (in front of locomotive)
[photo]
1
l throttle lever, ? 2 electric drive for reverser; 3 horn; 4 repeaters
of signal indications
JM
----.--_--FIGURE 37
Water.-tube marine type boiler installed on .
experimental locomotive
C photo]
1 . o
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 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
STAT
ralataal,n~r1 ('~'()rr1 ~tand toataa ~nc ~ , ., ,~, ~;~ ~ ~
ouXwc~ off;' t sdX~i. rrY a,~,J,J~
the ~,rrra~~ c'aFh~fa~'~n '~i~
M ,, , , ., ,ravta roa ash' Sqar~ raQt~x ~d a
1;~eflovil,tth1 Gl.;l.pk~h~.1dY ~'~a1l~a.l.I1ra .I,.r; olll
~o 1'? tani paLL' 1'roUXt i,'u.U, load,
' f,r~ain th dia 'aTl~ 'U~ ~.'i ,Lc;:Lefc,y
A~ w ' ~..l,a. he
c;;c' oil ilcz,..(' load, o.~'cl:~.rxy uca,l. ,
lat,~.i..l the
l~acl:lurrr .f'ul. v:L:i. i.~~ Uu~~na~. Ins bead, ' a 86 ~c~t1c;cnl'~ G7n~1 :I. ~e,rc;~el~t~
.f'ul.;l load faar'cori'~. Wilet~
v~~;;l.uc~~,a .l.'o~:+ 'lra c~j;'j,'a.ca.cncy c~~~'
~,cJY l: ~i+a~
. , ., ~ a~~itie e:l.'a'ic.nC;t. or the standard
''h~ ~;a.~~~~oc~;~ol.,n~;
bo:i.lcr+, ur~rlirrE:; coal are 30 pc,l:'C~31 ~'fl11 tarp pereerlt, but whaza f'llL
a Ga.~ncy' cu:r.'we ~~:Lrrta;~ ~~ co .nc~.c~~c~ w:r.'~~l
.~. k~>tar'zlt~c~ , hca~ae:,rF;,r,' , the a~' ~'~'~~ a.
must, however', 'bca lJOrxle In mind that
the ardi.r7L~r,y bai:l.a~' do not accuzabely' rG~
the c:'ua''v'a, laG o.
JJ to tl'lc~ U:i.o. lao~.t ~. .~r;' '~'l~a point ' is '~, tea l~ the
c
'.orl ~.;
iinc;t" :(.`ia:i.cncy, :~. . e. a,(:tr.r dn.c1Uc"
Vciaa~ b().l.c;z' curvo;a give t11
:l.1xl ~~1~~ d~~.l: ~o~ for ' ~~}~ll~ boiler, while
r hc~ c'~1az'~.,Y C~an~;~lrlGC~ ~,i..1 )rtiav~.dirl~~~ ,
~L ~ ~,rlc:>.uri,e '~'r~~s hr.~7:''L othe
>~~ra..~.r:r,. ao
the cup+vc;s fb~' ~t~iia u~d.:> >lat! as
fateLT'il la'ri~r' ',
r~r r.~ .ti~lo on~xi ne: cry1.~.nc~cr's is cants
~v7'eoh,~~~, .~hc ~~c~ ~~~: e~,.~u~ a a. r~
s?yca.ei'aU:ly 1a1~o:c' wi't'h a ValoX boa.l.E~r than in t11a o:rdinaz'y ;Loc;olllot~,
' ~,b:l. a ~
ocomo~~a.vC wa.'~~1 ~~~~~ V'elox I~aa.:lax' IS to
' r 111C;a11S '~Llc1'l; i1 ~.
and tills ,, ,~ , , owaa~ ~r:i.'~k~ the s~~rno s'~~ln c;onsu~nl?an as
~.c~+ral.op ~. l~:.l.~;fxe;x useful ~
:. '~~o~~ ~.ns`,r~ncc, the back p:~'essure in the
an a;r~'~xla~ry lacar~no.~~. vo. ,C
,.al opc .? .an. in the United States,
a IL-uune ~.ocomotive with 10atm. pressure electric
drive, and
;poo HP, was pint into t
Although all these locomotives, both high and
~, low pressure,
possessed relatively high tractive?thermal qualities
not a single
one of them went into series production. The reason for this was
their complex design and the resulting high f'
high first cost and. their
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1
higher operating costs well.
Thus dosi ner and inventors ware confronted by the task of
simp1i4yin the stea turbine locomotive so as to bring it within
the range oi' the possible and make it able to compete with th~a
ateain locomotive in first cost and in operating cost. In practice
this implied the need for going over to the mechanical drive.
But there were serious obstFacles oi' purely constructional
character on this road. The basic obstacle was the lack of such
mechanical connections (clutches and reversing mechanisms) as
could satisfy all the requirements of operation (reliability, i'lexi'.
bility and ecoraomy oi' operation) in transmitting such large amount
oi' power from the turbine shaft to the driving wheel,so
During the last few years research and experimental work
aimed at solving this difi'icult problem has been conducted at in"
tensif ied tempos both in the USSR and abroad. The results of this
work have been very considerable, and the construction oi' powerful
locomotives with mechanical drive has now become entirely possible.
It must be emphasized in this connection that the use of the
mechanical (geared) drive plays an especially important role in its
application to the steam turbine locomotive. Besides the simpl"fica~
Lion of the locomotive that we have mentioned, it also allows solving
a number of othe _ ,d ~u 'y. s~ipu t"aft'cotrtioriai problems. Let
us briefly explain what is meant.
As is generally known, the power of a turbine in steam turbine
locomotives is usually limited by the stearn-generating; capacity of
the tiler. With a geared drive, the diameter of the drivers may be
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. -T . ... ,.v ..
made of minimum propOrtiofs, aMd this means that it is Aossib1e to
install a boiler of 1 rge dimensiorns (diameter) on the locomotive
and correspondingly to increase the grata area, since this per
mits shortening the wheelbase (with the reduction in wheel diametcr).
Undar such conditions the turbine can be supplied with steam with-
out intensively forcing the boiler even at maximum loads. This
in turn facilitates the solution of the problem of boiler draft,
cuts to a minimum the losses from incomplete combustion (losses
from escape of unburned fuel) and in the final result increases the
thermal ?fficieney of the locomotive.
It follows from all this that a considerably greater power
can be put into the geared steam-turbine locomotive than into the
steam locomotive or rliotor locomotive, in a single unit, other things
being equal.
Beginning in 1936, experimental geared steam-turbine loco-?
motives of OOOW6900 SIP per single unit were constructed in a
number of countries (Sweden, Great Britain, France) United States),
while plans have just been completed (in the; United States for
a
such locomotive of even greater power (9000 HP).
In the following pages three high~pressurE steam turbine
locomotives and five low-pressure with geared or electric drives,
are described., as the most interesting xn their constructional
formulation.
HIGH PRESSUrL~STEAM TURBI1E LOCOMOTIVE WITI1 UNAFLOW BOILED, (USSR)
(The plans Cfirst variant) were drawn in 193 by LOKOMOTIVPRO-
YEKT. There are two other variants: (1) a thermal scheme without
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the intorraediate superheater, with introduction of regneration and
r?duction of pressure to 80 atm.; and (2) a tbermal scheme with
two closed circuits at different presRures).
This is a steamturbine locomotive of passenger type
The wheel formula was choson with the idea of assuring, firstly,
the proper tractive force to haul heavy passenger trains (900 tons
and secondly of maintaining speedy up to 120 kilometers per hour.
The boiler is of unaflow type, with forced circulation, Work-
ing pressure of 110 atm., superheat LSO degrees, and is placed (Figure
67) at the back o' the locomotive. The heat accumulator and the
fTO?up of pumps are placed behind the boiler.
The prime movers consist of two steam turbines, one high
and one low pressure. The turbines are interlocked by a clutch with
a reducing gear, and are located in the front of the locomotive.
The torque is transmitted from the turbine shaft to the wheels by
means of a reducing gear and a gear shaft.
An oil-cooler Ior cooling the lubricant in the reducing gear
and the power aggregates is located in a special casing beneath the
crowns The cooling is by air forced by fans.
The condenser consists of two barrels and is located between
the turbine and the boiler.
tJ ~ '..
The cab in the front part of the locomotive, thus giving the
engineman a good view of the track and signals.
The four-axle tender carries an oil supply of 10 cubic meters
and a water supply of 5 cubic meters, which serves to replace the
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leakage Frorn the heat accumulator. A reverse cooling system
(o r TN1 ~iHOLoLIL' NIK) is also installed on the tender. It consists
o? 3 sections and a ?an drive with four TsAGI fans. The reverse
cooler cools the circulating water o1 the condenser, which is cix~
culated by a pump-group installed on the locomotive,
The thertrial scheme (first variant) is shown in Figure 68.
The working cycle of the locomotive installation proceeds as follows.
The fuel (oil) is delivered/ by the pump 1 From the reservoir
2 to the atomizer Jet 3. The pump 1 is interlocked through a reducer
(to synchronize fuel and water delivery) with the wager-pump U., which
delivers water into the boiler coil ~.
In its passage through the radiation coil, the water is heated
and evaporated, while the steam in the last coils is already supcr'?
heated to a certain extent. The steam then enters the convection
superheater 6, and is delivered through the pressure regulator 7,
at a pressure of 110 atm. and a temperature of L5O degrees, to the
working network, whence the main mass of it is directed to the high-
pressure turbine f3, while some part of it is directed to the heat
accumulator 10, after first passing through the reducer, 90
[See Figure 67 on next page)
In the high-pressure turbine the steam expands to 2 atm. and
is then conducted through the steam pipe 11 to the intermediate
superheater 12 and thence through the steam pipe 13 to the low-
pressure turbine lL; in the latter it expands to 0.2 atm. and then
enters the condenser is, whence it goes in the form of condensate
to the reservoir 16 and again to the pump 1~.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
General view of a steam urbin' 11th
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IM., ,. iIYIN.~ , . i
Fi GURE 68
Thermal scheme of high prersure?steam turbine locomotive
(first variant)
The accumulator 10 serves to equalize the load on the turbine
and also to prepare the condensate necessary to replace the natural
leakage I From the accumulator, the steam is directed into the interw
Mediate superheater 12 and then through the distributing column 17
into the auxiliary rechanisms (the circulation pump 18, the feedwat
~ er
puanp 14, the turbine exhauster 19, the turbine fans of the reverse
cooler 20, the steam air ejector 21, the special condensate pump 22
,
etc!) The steam exhausted from all these mechanisms likewise enters
the condenser,
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The condenser 15 is cooled by water pumped by the pump 18.
The boated water enters the sections of the reverse eos~denser 23,
where it circulates through ribbed tubes cooled by the an 2L.
The rroiidcxcsate pump 22 eervea to pump a certain amount of
sprayed and cooled condensate through the exhaust connecting branch,
which is necessary for increasing the rate of stcam generation during
the period of operation at peak (starting from rest, and ace?leration).
Pwnp 29 delivers the water to feed the accumulator 10 from
the tender 28. The gas-operated rotation airipreheater assures the
preheating of the air that enters the firebox.
T1ie thermal efficiency of the turbine installation, determined
by the J-.S diagram, is 0.396.
The relative efficiency of both turbines is taken 0.75;
the boiler of f'ieiency * 0.75; the efficiency of the reducer
and the moving mechanism M 0.9; the service ef'f'iciency (con
sidering consumption for service needs to be 15%) 0.85.
Thus the overall efficiency of.the stemm.turbine locomotive
at the drawbar is:
= 0.396 x 0.75 x 0.75 x 0.9 x 0.85 - 0.17=17%.
According to preliminary calculations, this steam-turbine 1ocoM
motive is able to develop up to 1000 HP at the drawbar.
Its conslunpta.on in terms of standard fuel amounts to 530 kg/HP-
hour as compared to 1,300 kg/HP-hour for the 1S locorflotive, or
thereof, while the water consumption of the former is only 3`o that
of the latter a
9a
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8000200150012-1
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The unit weight oi` the locomotive (per HP) ig 68 that of the
;ta iooor(otivo. The dynamic eo?ffiei?nt is 1.1 against 1,6 for the
IS locomotive.
The total weight of the locomotive ,s 1O tons, and together
with the tender, 238 tons.
The high degree of balance, owing to the presence of the gear
shaft, as well as the relatively light axle load (20w21 tons) retake
it possible to use the locomotive on lines with relatively weak
superstructure.
HI(: P1 E~SSUF L CONDENSING STi AM-TURBO ELECTItIC LOCOMOTIVL, SOO HP,
(UNITED STATES)
(Built in 1938 )
This locomotive was put into trial operation for four years
on one of the roads of the United States. In 1913 it was dismantled
as unacceptable for series construction in view of the complexity
of its construction.
The following excerpts from the report of the Railroad Comm
mittee of the American Society of Mechanical Engineers will give
some idea of the tractive and operating characteristics of this loco
motive.
tiThe steam-turbine locomotive ran about 160,000 kilometers
and performed work on freight and passenger traffic equivalent to
212 million ton-kilometers.
It, hauled 0 regular heavy long-distance passenger express
trains, 1i3 trains, L. test trains and L special trains. L9 passenger
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pY
 Declassified in Part - Sanitized Copy Approved for Release 2012/03/30 : CIA-RDP82-00039R000200150012-1
tr^a?ns out o1 the 0 were h,u1ed with a total saving off' 28 hours and
17 minutes as against the scheduled running time, while one train
was late, but not owing to locomotive trouble,
With boiler generating capacity of' 2O,1~Q0 kg of steam per
hour, pressure lO5,5 atmospheres, superheat temperature 482 degrees)
and 1 atmosphere back pressure, each turbine developed 311OO H or
~
6200 HP together, The wait fuel consumption at full load was 12
/HPMhou,r, , The boiler furnished 13 kg of steam per kg of fuel
conswried. All the equipment on the locomotive, as well as the
electric braking system, functioned in a n-anncr giving complete
sansf'action.
The trial operation showed that the construction of an air-
cooled locomotive.Mtype coridenser would be entirely possible even
with a higher vacuum, and that the turbine, as a prime mover in
locomotives with high pressure and steam condensation, meets all
opex'ating requirementsU
The concluding section of the report states that tithe cons-
truction and trial operation of the high.-pressure steam.-turbine
locomotive yielded rich experience and expc;rimenb J m7teria.1 for
designing a locomotive of this type, simpler in construction and
the "same time more economical, in operation. ~t
It follows that this locomotive is of a certain interest,
both theoretical and practical.
The locomotive consists of two completely identical sections,
one of which is shown in Figure 69. Each develops OO H?. The cab
is at one end, and the sections may be used either se aratel or '
p y in
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The principal equipment of each section consists of':
a 2,500 H? turbogenerator with 6 traction motors;
a steam boiler with working pressure of 105.E atm. and. super.
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their dual Lorm, In the latter case the locornotivo i.s controlled
frorn a single cab by the mule.-unit system.
The whole fairly complicated ensemble of equipment, devices
and apparatus bears the clearly expres,ed traits of modern station-
ary power plant technology, as is graphically portrayed by the
scherrre of Figux'e 70.
To effect maximum econoriy of space and weight, the designers
and builders have extensively drawn on the experience in the instal.
lation of the most modern power plants on ocean-going ships.
Each section is of truck type, with two three.axie rnotor-
trucks and two two-axle supporting trucks. The trucks are ar?
ranged so as to obtain sufficient free space for the 'Isunken'I
UTOPLLENOY installation of the boiler in the central part of the
locoar>otive. The body construction rests on footstep bearings,
thanks to which the locomotive fume itself takes up all shocks
and tensile stresses.
To asaur'e smooth running at high speeds, a special cons-
truction of limiting devices is provided between the motor trucks
and the body, , and L .kewi.se between the motor and supporting trucks.
The braking is combined; electrical and pneumatic. Trte
driving and supporting wheel-pairs are equipped with clip brakes
having two pairs of brake-shoes for each driving wheel.
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heat temperature of 9A degi ee;
0t('p\i
FIGURE 69
One of the,sections of the high pressure steam-turbine loCO-
motive (in beck of baggage car)
a set of auxiliary equipment driven by the steam turbine;
an air-cooled condenser with turbo-fans.
The main D. C. generator is driven by a 10s1 reduction drive
from the main turbine. It is cooled by a fan; in summer the heated
air is let out through the roof, while in winter it is used to heat
the machine room and cabo
A 220-volt three-phase alternator, driven from the main shaft
of the turbine through an elastic disc clutch, is used to run the
motors that drive the fans for cooling the traction motors, the air-
conditioning equipment in the cars, etca
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v
0*44
I1
7yAMM'~YM~
WMM
1WMMMIM
Fx QUlt1{a 70
Scheme of rangc1nent for equipment of high pressure steam-
E..
turbine locortiotiv.
1?6, traction motors; 7-'main enerator s; 9 J altE rnators; ,. ?~ ' unit; 12 braking; rheostat; 1~3~ co~nta.ctors;
10 ~ cxca.tex, l].y chaz a.n~a ~ ~
,. ?,ry, 121 cooling blowc~^ for 'trac't~.on motors; ~.(~>
ll~a stora~;c b~.tl,E
boiler; 181 rna,an preSEUI turb ?ne; 19, low prc$Sure turbizie;
, high
andt,n$, of the handle of the ~naa.n cont ~ , .
rs stop running and the delivery, off' oa.1.
the c,o~'f cc position, the r~~otQ is interrupted.
As w his description, the driving of this be seen from t .
essentially, to the manipulation of two
locomotive reduces deem,
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~ww"
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~~~~~>li ~~~
Q1~~:G1i~1~'~ ~'~'1~1~.~' ~.N~~ ~1a~~~'rN~' ~F :~N~~~1~N~ ~QM~CJ~~~'T~N
~Q~'QM~'~'~V ~'~
Geners,l. ~:n~'ormation
't'he modern in~~e~~nal. combustion ~,oconlot~,ve represents a
machine nlor, e per:~ec'~ed tl~~a~n thc~ s'L?e~srn locamal;a.ve 1'rozn 'the '~echn~.ca1-
economic and aperai;a.n~; po~.nts o~? v~iew~ Lui, it, 'Loa, is .not ~'rao
Pram ,~'aul.ts, a:~' which tl~le I1105'l; es~ent~.a1. is 'lal~le a:~~stence off' a
special. ,aupp~l?emen'~ar'y aascrnbly, 'Ll1e s o~call.ed tran,~mission,
For w~~a'~ is this ciri.ve needed on ~;he internal. combustion
l.c~cornotiv'?, ancl, wlly a.s i.t uncle;sirabl.e'?
The prime mover off" the internal. combustion locomotive, tl~e
~iesc~l engine, is 'the most economical. o:C al:l heat~en~,incas, but
lacks the wog^k;i.ng char, actcr:i.stics necessary under the cand~.~~ions
of locamotive service ~ 'l~hus, :Cor instance, ~.t cannot be ,started
I
under a load, and, tl~iis mes.ns that 'l;he lliesel internal combustion
~,,
locomotive is nat by a.tsel.i' able, witi~out sup.i~l.e1nen~;ary equipment,
t~ s~La.rt maving a trs,~.n ,fram rest and accelerate it to the requ~.red
speed Alma~'~ throughout its entire .range ai' speed (irl revolutions)
the lliesel engine. dPVe"lops a torque that is con5~;ant , (in ms,gnitude),
~. .
which likewise--:Cai~.s to nlee?~ the practical needs o:E railroad
operation. ~'ar these rdca.sons an intermediate link muse be inter
paced be~L?ween engine sina~'t and. drivers, 'l'h.s link is the .trans-
ml.ssi.an~ ar. drive.
In itself' the drive, whether electricals hyc~raua.ic or mechanical,
e7~) rt 4 i 4 k:;l a ,Sa^ i ia'.' l1 ~~{r ; ~,~f _+!1~r,.
s ,,, , ~ , ~ L,~ , , ~ ,,, ~ , ., . Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012 1 r ~ ~fi ~ ~, ~ u?' ~r, ? , ~ ~ F' `'r ~ :'"'a ~~ "~+~''?~" _~
__ _ _ _._ _ _ _. _ _.. t~
I~f~l.. .a.~ e ~. ~ I _ v..,F i.l J. i i .. !i. _ _. ~In{ Lrf G.I f I fi
.r,., ,L. ,t,. r!i. t(~`., 1,~.tiJ~~~uiU i:.h _~,... ~ a _ ~ ,, ~(, r~,rl t,;~
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-0003980002001500
~r ~~in~1 a~ ~~~~~n~~orr~~r a~ t;h~ ravQ~,v,~~~.orr~ ~r~c3
ra~a~~~an~~ ~ ~QCU~~
~~~ o~~'~.c~,oncy, ~~ke 'r?,ha'~ o ~' ~'1~, ~ran~ ~'orrae~s, ~,~
the ~orc~ua, ~.nd ~
. ~ ~'or ~,n~~~ano~, ~~h~ ?;~'fi'~,c~,~ncy' a~ ~n ~~,~c~r~oa~
~?~w~y~ ~.c~ss ~h~~~n un;i.~y~
~ n ~ ~' '~hu~ of ~ hy'drau~,~,c dr~.va, ~ ~ ~,, ~ha~~ a ~' ~
dr,~~,ve :~s abou a,
p ~n other w?z~ds, a~ ~~.~, the pawcr devalap?d
machana,ca~. dxiv?, a~~
~,s l,a^re~r~.av~b~.y' ~os'~, in the f~.ra~ ca3e~, ~.'~
by an en~a,ne share
oncl case ~.~ parcen~, and ~,n ~ha ~~hi~d C~a~ 1~
percent, in the sec ~
r~e~rcon~ti,
' ~tian ~0 1~h~.a, any' drive considerab~.y camp].ica~-es ~~he
In adds.
~ ~~~e in~~?rna~. cambu~a~ta,vn locomo'~ive and a.ncreases ~i.'~s
de~~.?,,n o
. , ~~ ~ ~, ? ~ ~?~ and a ers,?t~,n~ cash ~ ~~ or ins~~cnce, '~ha e~,ec tx~ic
waa,;k~~, lax ~~ cos ~ p
weirh~ increase of some 2~ percanl;, and an incre~tiso '
dr~.ve ~.riva~,v~s a ~
~'~, ~urQ s f az~ the
of 33 percent :~,n fa.rs~t cas~~ The corrc~~ondin~ ~. ~,
ercen~ rospec~tively, wrii~e
hydrau~,ic dra.vo are 1.U leer cen'~ and 20 p `;
,;
ercerl?~ and :L~ percen'L~ ',4j
for ~~he rnechanica~. drive Choy' are :1.2 p
.~ ?Ls ~-o e~.im~.nat~e this 'in~~er.~mpda.e.i~e 1.inlc en'~irely and
't'he ef.Cor
.. dra.ve are ?Ll~.px~e.f.ore en'~ire1.y ne,iJura~.~ '1'liis
?~o cffec~ a cl~.rec~
~r~.n;~ma.t~'tin~ the ?~arc~ue ~.irec~~~.y frar'I~ ~Y~~p~.i.lae ~a ~uheels,
wau].d mee.n
as :i.s done w~.~l~h The I,c~atn :l.oromn~~.ve~
~~he USS~~, ~,he; ~~,~i.:lraad ~~';rsnUl~or'r,a'r,ion ~,e~;ee.rch :Cna~;i~,u~e
In
~' u~ a ~reo,?~ ex~pex~~.men?Le.1, ~ro~ec?~ .f'ar ~t~e study of ~;hc:
has ce.~ x~.ed, a r,.>
wa.th ~h~ ~~urpasa of u5in~; .?L fa~.~ ~lhn internal,
D~.esel.~en~y~.ne cyc.~a, 1
'.ve with d~.rect drive, or, as thc~ present par~l.ance
- . combus?~~.on lacorlaata
? ~ e ink?rnal cambL~stic~n :~oeoxrio~t~.ve ~ ~?:lans have
rune, 'rhe cl~.rec1~ dr~.v _ .
~' r ari . ind~. typeu and- designs of such ~.acnmo~~vee i
e,l,rpe.dy been dawn ~o
A number of pl,a.ris far c~irectMclrive in~;erns,:L combus~~~.on
so been dawn abroad, and t;he ~.acamot`i~v'es bui:L~
l,ocomot~.ves have a~.
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'here are two me?thoda of conrlectin~; tht? online with the
aocor~l~n~~,y (thc~ ~~u~,a~~ ~r~~crna~, pombu~t~on ~ooor~~Q~~v~, th?
~ns,~~,dc~ ~rr~Qrrla~, cornbus~~.r~rr ~,ocorr~a~:GvQ, tha Hu~nbo~,c~~M~~~,t~ ~n~srna~.
corabusti,ran ~.acranot~,v~, etc~~) ~ but no~~ one o~ thorn i~ton~ ~r~~o sc~r~~.s~
p~oducr~~,an,
'rhus~ ~ha d~.rectMact~n~ :i,n~~ernal cornbur~ Lion ~.occar~otivQ has
s~.i;l.a. not c~mcrr~~ed ./'ram thc~ s~l~a~;e off' ~a;l.ann~.n~ and a~:paximenta~.
study a~ inda.v-i.dual e~:pori,mental spc~cimen,~
~u?~ ~~he: ver}r idea of ~~~ae "c~~.rac?L dr:ivel~ daas naad e~.~~bora~
ta.on e,nd rc~:fi'a.nemon~G, since 7.t is frequant~.y idant~.:~ie~d with vas^laua
systems of rnechani.caa. dri~re; and inc~.de~rltally we s}~~~~.~., enurne~~ate
the conr~titiansthat such ~ drive must rneet~
wheels ~~hat may be considered rl,a.r~~ect da~iveC:
~,, ~.'he cy].inde~lrys are ar.~ran~;ed ~~~f; the sides of ,~ he locomotive
~'reme, and their piwtans are connected with the dri~vin~~ wht=els by
means of a connectin~;~rod-crank mechani~~m, ,simi.lar ~La what ~.s used,
far exsanpa.e, on the steam lacorrtata.va,
2 ~ '~.'h? cylinders are arranged hora.~ontal~.y ar vert~..cally
an the ~.ocomative frame, and their pistons arc connected w9.th the
a~cles by means a,f. cannectin~ rode, acting ~Lhrou~;h a hear sha,:~t (~.n
~' ?~he case of hara,~ontal cyl~.nder s,rran~;emcnt, thrau~;h a s;cn~;la ~E~air
r,.
o.~ cyl7.ndr7.cal dears, a.nd 7.n the case of ~rc~rtical cylinder arran~e~
I
ment, thrau~;h one paa.r of ron~ica:~aears and one. pair of cylindrical
gears ), with thr~ dear r~tia of ~t;he system beir~~; either unity. or
some other constan~L qu,an?~ity,
'I'hus~ with any m~thad a~ ~~direct" connection, ~,he torque of
3g'' : k ~ ~ I rr'~~F '~ ~ r 1'~~ i ~ 'rs.', a w G ~ ~j::'.rSr ~r. i;.'x ':.;.Ih ~ "; 1 f.i- ~:i i''.' :f?., ~ -.- !r'ur '; :,~:Y, ,'; r: ~ a~ ",!;C !I' ` '.~ ,".!,S ~ ~ .: ;;:;1 1 f;7~:
i,, i ~ t ~,i v t i ~ ,; iii I .. ...
,i~ .~ ~7,~~, , ~ 1 ~ , . ~ r t~. ;'~ ,a, ~ ~,~~ ,, , ~F, ,,, ~ , Declassified in Part -.Sanitized Co A roved for Reease 2012J03/30 _
'~`~ ~ ~'' ~ ~ py pp :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
P cvn~tan~ rat~,? ~~a ~hc ~~ vz~~u4 c~ ~;h~
tk~s an~,~.n~ w~.:1.~. ~~way~ have ~ e~lt
a machan~.cs,7. r~~~iva ~,~ may have di.~~'sr
dx:~v~,n~ wY~cc~~.s, wY~a,~,c w~.~l~
er off' ~ta~?sa ai; da.~,'~'gran~ r, s~~,mcs o~
rat:~os, acccarr~~,n~ 1a? ~hc numb
:l.ac~asno~~~.va vpara~t:~on~
~~ at moat ba mai; by an ~a~daa~. ci~,xer~, ar:~v?
~~l~s rs~u~.ratrlen~~ ~h
duce ~.n subs~~a1Ce dawn tc~ 'the ~a~,~,owtn~,
re
,: ~?r:~S note excaecla.n~; 3 ~ ~ pert?n~L, ~.n ~Lha
(~) rn:t.n.l.n~d~. loge
~1~.r~ e~,c~ments 'be~~ween ?n~;ine and dra.vers;
coui ~;
eed ~:or supplomen~Lai;'Y power ac~u~.pment to
(~) abaence off' any ri
tin r cand7.ta.on under f:u~,l :Load, ~ ~e.~ on
br,~n~ the ~~.ese.l ,.n~~o opEra ~~ r r 1,
ettin under, w~~y, oar in r?unn~.n~; up ~1..~.~,h
startins~ Pram rest and ~ ~
grades a~~ law spend,
o oration a~t mediurl~ and high speeds a~'
(3) economy off' ~7~.csel ,~
?~ ocorr~ot~.ve; while, when ~l,he 1~iesc;'1 rune on
the a.ni~e~i^n4L1 cornbu.st~.c~n ~.
u~L . ressux~e charge or art,~~'~.c~.~~:~ ~,~;n~.tinn
~~he normal cycle (~e.~ witho p
n:~' o er~ation of ~Lhi.s loc;arnotive should
o:C the m:~xture), the econnmy A
rn o ~f.' a Die sal opc;r~~~tin~ ~r~~.th other d~^i~ve
not be less than the ecnna Y
sys~Y,eats,
nstitute tYlc~ starting; p?~.nt t'or tY~e
~~'Y>ese cnndita.ans sY~auld co
? an var~.an~r~ a~ thc~ clirect~dr^vs internal
eve.1.ua'~i an a ~' thc~ mere ~s a ~ y
cornbustian locnrnntive
nt taslt that likewise can~'ronts inferno./ camw
A very ~.mpar ~a
r' ors builders anti inventors is incress~-n~'
bustian locntnat~.ve ea~~~a.ne ,
.. ~ta.ve ar in other words reducing
the unit power o:E this Lype o;~ ~-acoma ,
e~c~lain the necessity and practice,.
^i;s unit weight, 'L~'~ us brn.e.~ly ~
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~rn~~~~a~L~an~ a~' ~~h~,d~
'~'l~e ~x~ac~~,va ,f'or'ce v;~' a ],QCc~mQ~~,v~3, wha~her rao~ar or seam,
~,s ~,~,m~.~~ad~ a~L speeds be~;~.nnin a~ ~~ - l~Q lc~.].or~e~er~s and h:I.~ho~j~
r~o ~,c~nE;c~r by the adhesi,v~e wc~a,~h~, bud by ~l~e power ~,~ ~,s ab~.a ~a
deva~.a~~ wJ,~~l1 ~E~ae ~~,ven propo~~~~b~,cans of ~~he bode ~? and of ~ha s~oam
en~.~rae(,ln s~r~aarR ~.ac,omp~~ivaa) o.r of the Uiosal~cn~;inQ (~.n ~.n~4srna~.
car~laus~.i,or~ ~.ocorno~~ivos) ~ Under ~11e contPrllpor~~:r~y condi~~,ons, how
avQr, w~.~h the s~e4~c~y incxaasc~ in ~Lhe wei~;h~ and speed off' ~rairrs,
~hca ~.nadcaqual~r~ power oi:~ ~L?he locama~tive ~throu~;hau~~ ~;hc: range of
m?c~a.um and l~iir;h speod.s is a subs~an~;~ial shv,r~,corain~;~ Zn ordor ~a
emer~p groin ~~hi5 s ,~~ua~I,arr, x.~L a,,~ necess,a,rsf ~o ~;~ive the locamo~ti~va
as riifh a pawer~ as is possib:lo, or in o~~hea~~ ~wor~r~;, to .n~a~cill an
i~r laoilcrs of ~;rea~er capacity, snore pa~uer:~'ul prima and secondai^y
rflpVers, (?~c ~
~3ut such a mothod of ~.ncz^eas~.n~; power implies ~.n prac~a.cc
~'ur~Lher increase in ~rhe weight and clec,r~ances o~ the ~.acomo~~i~ve, which
would be moat ob~ee~ti.onable under the spocii'ic canr~.itiartis a:[' ~~a~il~
,
rae,d service.
It mush; also be borne in mind that even wi~t;hoi~t tr~iis
~.nerea~,:e the total wei~h~L of the e.~.stin~ standard ~~ypc~s a~` locomotives
i~ :far prer~~ar, as ~, ~;ene~~~al rule, than ~~he we7.~;ht use:~'ully employed
~'ar the adhesion a:E wheels to track unc~.or ~Lhe ~ivcn we7.~rr~~ norms
a;~' the train b?in~ hau:~edA Far example, only 1~3 eons off' the total
weight af' tie ~~~ ~.or,arnotiv? (13y mans) is applied ~to the dr~,~ving
afcles ~ 'l~hi5 means that 32 tons, ar ~~ percent a~' tl~e wei~,llt off' the
locomotive, consttu~~es a peculiar :Car~rn a:~ ballast, which produces,
month a:~ter month ane~ year after year, ~, cex~~~ain amaun~ of unnecessary
"~~an-lciloi~neters" , Such "bal:l.ast" amaurlts to about 3`r percent in the
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Su ~,ocoma~~v~, tv a~A~~t I~~C} laercan~L ~r~ thF; T~ ~acarnot~.v?, anti sa one
Na:r axv intaxna~ evmbuct~ian 1oco~nat~.vcs w:~tl~ ~'xo~ a~-1_v~ ~xee
from this ~a~.;i,as~~ Fu~~tYaex ~~hari that, svan ~.nta~~n~~. co~nbusti~an
~,acc~~n~:~~~~,v?~ w:~~~h wei~h~~ wYaal.~y dis~~x~.i~utad on the c~x~,v~,n~ ax~.es are
~'ar i'xc~rn ~'u;~iy ut:i~.~.~:1n;; ~~hat wa~.~ht undax~ t~1c~ actus~~. apox~,ta.n~
cond~.tions ~ 2'~~~c~ i'a17.owin~ exarap~.c~ w .1~. i,~.~l.us~~r~~ts ~~k~is paa.nt ~
~'hQ
~ntarnc,l carrr ~ha.n~ 2 ~3 tans ~ ?~
' ameters long with a ~?~ percent ~~rade without
Cl~;ar stretch ~~ ~~~
' af:' 1~~G tb.7-s locomotive was experimentally
a pusher en~a.n?~ vura.n~ all
er tax encl. a brs.kin~ locama~ti.Ve. 'i'he results.
tented wa.th a dynamotnet
Darnels at the.t time (See Gla~er's
were published i.n the German ~
en ~.~~~. ~va~.wne 1G9, No ll) ?
An~~al , ~
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~'ha c~we~ ?e~u^pr~en~ ?~ ~~he ~,Qeorno~;~v? cons~,st~ ?~':
a 6-cy~,^ndA~ ~~??sel engine;
~, sin~;~.ewsta~A ~a~,~~~?n compx~assor;
an air~prehar~ter;
a coQlor;
x:t:~ia~^ ~ equ^~a~nent (~'ar~s, a;~r b~.ower ~'or. rho boil.s~' off'
au ~
,~ 6~.t~.nr ~~ seam, ~'ur~~. s.n~l lubricant p~~raps~ generator,
the traa.n h ~ ~'
etc).
diesel, en.ine is a ~'our?cycle MAN wa.th rrrax?irnum speed o~
Th o , ~
evelo l.n a su c~taa.nec~. u,se;~'ul power o~ jUU4 ~~1~ a ncl s~aart-
1~~0 ~ darn d p
.. ~ 1200 ~1~. Cyl.inr~e~~ dia~nater is l~yU mill;irneters;
t.~mo Ltsc~.ul power of ,t
? C ? c") mill.:i.rneter ~ The unit as a wYlol.e (en~;^r~e and
p;~ston atrokc~ 1a.2.
compressor.) i.s shown a.n Figure 98.
' s~ton cam ressor, with cylinder diamc;ter 610 x 3~U
The p~, p
.. , s i.5 rnountc'.d on a Common base plate wi.t}~ the motor, 7;he
m~..lJ..~ rnoter ,
base late :i.s bolted onto the locomotive ~'rsmeo 'the compressor
p
~? ~ ~ ~ von b the en~;i.r~e thi^augh two cranks, apposed at l~0
p7.sLori ~.~ cir.>+ y
o:f,' a eran,ksl~~~f'~~ ~'iture 9~ gives a general. view o~ the
c3,eprees,
compressor.
'1'l~e com resscax a.s one off' tha most im~aortant elernenta o~
p
ant. ~:t ~.s the economy oi.' its operation that
the lacorno'~~.ve power ~.
termines the operating economy (e:E'ficiency) o:~' the loco .
~,n :fac. ~ de
It was therefore necessary to reduce the power
mota.ve as a wha~.e~
it to the lawes't poss`ibJ?e level, which could be achieved.
can~umed by
~,
b ave. , intensive caol.in off' the cylinders
only ~' ~'Y
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,~ e ~, ~~~~c~ mc~~ox and co~n~~?c~ax mpun~~d on
~'~. fur ~
common base p~a~es [ghat?~
F;~~uxa 9~~ Coiner?~~or ~~hoto~
~,in ;~ s~Alrla w?re ~~,~,n~~oc~t wa~eg~~acket~
'1.'hrea variant coo ~ ~'
e ~,ston ancl, t:~.na~ly, coo].:ln~ by c~~r~ct w?~ber
oilwcaol.~.n~ o.C th ~ ~
in~oc~t;:lan into ~~h? cy].ind?r.
'the rc~sence of a su~:~a.clant amoun~~ o~ he~~t ;Ln
:Cn va.ew o~ ~
..,, ~ to r. ehc;at the cor~pre,sed ?~r, i~t; wa4~ dUC~,ded
'thC3 GX.haUS'~ r;,aaBS ~
' ~ re ~n th? do~ly?ry va~lva should nat ?x-
~L}1~~?t thc3 maxa.rlil~rn ~e~71p?r~~~u
s Under ~,hese can~.~~-ores ~assuan?Ln~ pa].y~~'op~c
coed ZUO doges
. `?U t1Un ?~o "t~,uu0 Ca]. ~aez~ hour 'read to bo wa.t}drawn
compress:r.on}, r ~
~ er off' cao].ed cy].a.nder~ sur,~'ace ~ ~xperj.ence
~Erom each square rn.t
?~ ~Lwa nle~Lhods off' coo].in(; ~}lE] 'tiam~era'Lure
showed ~~hr~?L w~.~Lh ~~h? f.'~.rs
. ~ rsed a3.r exce9ds the rated value a~ a pawcr as low as
of ?Lhe coml~re~
? ~~,rc~foro der.,~.ded to use ~~Yie ~Lhird rno?~hod o:(: coalw
1~0a I~~~ I~~ was i,hr
~.n~.
n?ti?~ a~' we,ter in~jec?~ecl ~.s ra, rle~].:i.~;~.r~lG emaunt ..b
The qua y
? a~' ~,he we;i ~h?r af' ~~he a~:r ~e~.n~ com~.ressed; the
alaou~ 2 - .,~ ~erren~
? a ~.s ins~~an~ancoue:ly convar~~ed 'La 5tc~cun, and i1:5 cansurftpM
wato~ ?~hu
at :~u].]. aver arnoun~Ls ~ o ~ ~ a m~ der hour,
L~. an ~
r, ors ~Uhat thr, ~injec~?~.on a~' water ~,n?~o the cylinders
zhe ~e
r~ ~a.n the metal' and ~.n a.n~ensa.ve de~asi~;ion
wou:Ld rasul~L ~.n rust ~
rus?La~~~.ans ~n ?Uhc cy].~,ndor' wa]:1~ pra~red unM
o~ :unpur. ~t~e s and ~.nc
~usti~ied.
,.. ,., :. , :,. , .,: :., ., ,. a w,:
,i U + nd.: ... 1 ,..,.:., .; ,,.{,, ,.,,,. + - :4...::~, ;,ill+.~) `GI ~ R j i.,itl ~ i 7~ ~ ;+',% t' p i~ 1..,;~ ~ V ':~a:f,~~'r r ~! tt~ :;Pi (t ( 1j 7 , ~ ~A@
!~: r ;. p ~
. ? ~ C ~,_~ ~ , ;I, Declassified in Part -Sanitized Co A roved for Release 2012J03/30 :CIA-RDP82-000398000200150012 1 :~:,;F ~ ~ R~.~ , , F+.~ ~ -,:~~ , ~4> ~,~~'~~~~~,{f ~ , "~''~?"+w,~ d ~+;h~~3 ~~1~~~
~~~a,t,. ~~ '., nor. .. ,~,.d, ! ;~.' 7? ntPi c'.. _._ __ _ ___ _ __ ____ ___ _. __ __.. ..:, ~d~v L~~:!+9. t,,f~ef~ e, J.:..au1~...v~ ~n4 ,r~~S~.~~,, ~i ot1,,...iAV,h,n41~Y~~74~
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
?~~,~ Q~' wQxk~,r~~a ~l~e Comp~~essor W~,'~~lQU~~~ coa~,~n
~'he poss~,b~.. y
Y1 ~ase~ Whe~'6 Wad?~ ~,~ ~,AC~~,n(~~ e~c~) w~tis a~,so
(for ~.ns'~ance, ~
wed the poss~.b~,~,i~y n~ runn~,n~ the ~na~~l~a~
s~~ud~,ed~ ~~per~,men~L sha
i ver much reduced e~'t~~,c~,?ncya ~'ar abau~ half' an
elan, ~Lha~~~h a~ Y
}.
t,~r Ica ~~~ m~.nu'~es w~.'~1~ou~ coc~l~.n~ 1~he cy~,a~ndAr~
ha
. w a~Q com ressor w~.~i;h rnax~mum possibl? campress~.an
A s~.n~le s~~ ~ p
,~~m b ~ maname'~er a^ea~ ~n~} 7Ps used f'or ~Lhe purpose
o ~~ ~hQ air ~0 7 ~ Y
~?;t~rn ofi' the power assc~irib~.y as s .,r~;:~le as p,oaaa.bla
o i maka.n,~ the de ~ z,~
,, . ~ ~ a~ wha.ch the worlcin~ a:~r on~ers ~ha 1,ocoma~~.Ve
'1'hs ~.n~.~,a,a:l. pras,~ura
s ;from 6 ~ ~ a~n a~ l~.00 rpm ~o ~ atm at ~~.0 rpm
cyl:~nders thus range
ble for ~,he rela~t1~'ely large di.mensl.ons off' 'Lhe ~..:
wh.>,.ch was response. ~.n~t?rnal combu~~ Sian
es ondi.n~;ly laver e~'~'~c~-ency a~' ~htis
cyle.nders and the Corr p
~t'.ve b compare.san w'.~h 'tho canven~.ana]. models
locomo y
~~h? out u~~ o;~ 'the compressor a~~ 100 rpm 7 aim pressul^e
p
' hem ~ora~~ure ~corraspondin~ ~a abau~ ~~~ k~ off'
and 20~ degrees a;~r ~
o:~' mixture ~aa.r and wader) Cpel^ hours
e.n~oc~tad wa~~er} a.s l~3 ~~
ehea~'~er is arranged parallel '~a the ~i.eselwcamw
the ae.r pr ,
.~ a~' pubes thrau~h ~~ e,ch ~ha exhaust
pr?ssor and cons~s~s o~ a 5ysta~n ~
've u their head ~ta the compressed air ~Lha~ bathes
uses pass and ~~ p
~Gho auger sur~'aca o:~ the ~uhes ?
~Lhra~~~le va~.ve o~ the Schmid'~~Wa~ner system ..s
1~ usua;l
' rM rehea~~er and cyle.~nder, On ~~ho side o~ 'the
placed between a~, p
the wa~er~~ank~ ~,rwcyle.nders and s~ora~e ba~~ery
en~neraam ~an~ay
e ual'.~e the laado In add.~~e.ony wader and Fuel
are placed so as ~,o ~.
the sa.des off' both ends a:~ ~h~ lacomat'.ve
hanks are also arranged an
brica~e.n al:L and wader an the s'.des '.n
:game, w;~~h Gaolers ~'or lu ~
~'ran~
,~ ~ . }tip; pc~r H!a-haiLr; e,nd ?~he curve ~'~ : ~'(v) is
p1.o~~;ad ~'rorn da?~a o:E the ?~r:~~,:1 oC~erata.on,
!~s w:1.1:1 be seen From the d:La.~r~m~a, s,~l~ a speed off' ,~~ 1rn~/}lour
and .Lndica~;ed power a~' ].jJ00 H~', the trac?t.ve :Car^cc; F~ is ~,L~aU k~
for bo~~l1 locar7~ota.~res; ?the i'uel cansump~~a.on l~ f'or^ ~t}1e internal, cam
bust.~.on locomo~l~ive is 2l.'j ~~ kg/haur ~ 2,1.75,000 Cal/hour; ?the ua1:~~1,
fuel.~consumpt~.on H t :~'o~~ the ~.nterna:l combustian 1.acomotive is 0, 21.75
k~; per H!'-hour and O~~i.~6 lc~ per HP-hour :F.or the steam locamo?tl.ve,
the thermal. e~'~`;icleney ~~~ ~~ ,with respc;ct to the indicated power,
is ~~ per, cant ~'or thr~ a.x~~~err~al, combustiarr l,ocomo?Li.ve and 9.5 percent
:Car. thc3 ateanl ~.ocamotivo
~?~ wa.1.l. also be seen From ?~he diagram ?Lha?L ?~he econom~~ a:~
open^a?~~.on ~'a:l,~.s a:E'r rnox~~ shar~pl.y a?~ 1.owor and ha.ghar^ speeds, :Cor
.th~~ ~:1~G~rna1. rombustic~r~ ~l.ocomo~tive than :for thr~ ateam l.ocamative,
'.L'hus, :Cor instancy;, at speeds o.f l.0 and ~0 ~m/Yiour, tho thermal.
e:C~' ciency~ of ?~l~e ~,n~ern~~l combust~.on 1.ocoma~~ivc, w:~~~h rasped ?~o
?~he .ndirated powear, 'amounts respect~.vel.y 22 ~1~. perc,ent anal 25.7
percent, while the unlit Fuel. consumption is 0,22 and 0,21~~. }~~ per
~Il~Whaur r~e~pectivel.~~ .
Under ox~dina.r~~ operating conditions the e~';~icienc~ a~' the
l:nternal. combustinr~ l.ncomoti?ve s,t nail., even under the mas?~' :~avor?
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~b~,? o~ox~a~?~~,n~ xa~,mA, d?~~ n?~ ~~cQ~d ~~ ~ ~~, po~c~~?G~
moth?n s~~b~t~lnt:ka~, ~ho~tcAm~,~~p; A.~' th;t.~~ ~.ocamot~.va ~.~ the
oons~,cle~~ab~ca v~,kaxr~t~,on, as~aectia~,~.y at h~~k~ ~p~~d~a wh~.ch ~a~u1,t~
From the pr, r~ aanca off' the unha;lsrncAd rn~as~e~ 01' the dr~.v~,n~ pl?char~~,~m
off' the cor~pra~sor~
~n ~,zplara~,sa.n~ tha mar~.ts ara,d shortcora~.n~s o.f' th~.s locomo~~vc~~
tha cond~tt.tans ~'or. w~ha.ch a.t way des~.~.nc~cl and constructed must be
I~~;pt a.n m:i.nd~ '1'ha tochir~alo~~` a~' ~Lht~t poi^~a~1 way not, ae h~~ah:1y
develop?d 7.r1 ~l,I~e GiASa.~~na.n~; a~' pawor a.ns~l~a~.].a~~~.ans (en~;a.nps, cornM
Iarcassora, etc) as that a~" ~lhe I;~resant day. ~~~ must be assurrlc~d th~~t
the cues L~;n rznd, canstrucr~:i.on o~ a. s;i.m~elax~ typo off' 1occ~moti,v'e urr,der.
contemporary conda.~~a.ons could y~.el.d mare ~"avarable result~~ than
those ab~Gs.ined in ~~h:~s cawe~
I~~}ZLC'C-;Dl~a'~ 1N',1'LI~NAL CQMT~t1S'1rCON I;,(7~~OMQ'1'J:V ~ , ':I'Y>~,I~a 2 ?"~ -2 (C~1+FiJ~:~1Y )
( I3u~.lt in 1.~3~)
~'a.~~,'ttre 1()~ ~~.vec~ ~l,I~le scheme o~ thio ~.ntez~lzal combu.s~t,~.on ~.oca-
mat~,v~e wi.tk~ the corresponrii.n~; d?s~.~n~t.~iorsa off' tl~:te r~~,u~.pmcr~~L and
~.
a~~par~a~~us,
The main en~;~.nc .i.e ;~-cyl~.nder, twawcyc:~e, doub:l.e-acta.n~~
As may he seen :From the ~.:l.:l.ustration, the arrangement o:~ the cyl~.r~Iers
.i.s analo?~aus to ~r~hat an tl7.e engine of d stun loeomot~~.ve~ ~'he
extreme cylinder's act an the second drivin~~ axle, while the middle
cy~.inder w- an inclined one -~- acts an the first ca~anksha~'~,.
~,'he mal~.mum rawer de~velaped by the locamativ~e at ;~~0 rpm of
~~he en~i,~e, caz~respandin~ to a speed a~' J.~.U Ian/hour, is ~., 2U~ HP+
'~'hc stre~~sc~,s in the cannectin~-tads, cr~osshes:ds, ax:lres azld ~aurna~.s
I ~ :'+r ,' n 1 "r? r , i-.;?? fo- ~ , ~a~, ;ik:a ~ ;1:,~ i,~ i ' ~ ~;; t ."'i ,;; ', :r + ~ ar
,,,.. ,E,r f.a ^~:,0 ., ,. ~-d, ~,-? ,: ,....i: ~,., ^. ` ~?~I` r rr f'~ I `;~,,i 't;, I'`;'q rt or^6~.i `Yi l1S.~It.
~~. ,u.-.,,, .: .. a . ,,,t,?i,~~+.... ?s6>nr;a4 of ?,7.~ts,~.n rnornc~nt thca ~resuure af.' this a~i.r in the cy~.i.nder~~
becarnes su~':fa.ciant to avercarna the fatal r ea~.starice a:f the: locaM
mature anr3 train, ~.nd the ~~rain beg:iris to rnovc;
'ram the instant t1~a~l~ the ~~rc,in s?~arts to move, ~Lh~; lawM
pressure ~'ue~. pumps ar:~e actuated and b ;gin to de~,iver fuel. through
the carr~~spand~.ng vaJ.ves in the cy~.inder-heeds; thus the c;y:~.~.nders
are s~.owly ~'i~.J.ed with f~ine~.y-~cix.vided ~'ue~., whicl~,s ~,gr~.ted by can-
~~ct with a spiral, heated by the p~.ss~,ge a:f ~n e~.ectr?1c current
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
,...~, ti
I~ ~K.r. IA
W~NM?WMMMJYNWNYNNAMM~~M'MMYIW WMYM~MW~YlMNM191MlVNNIfIIF{~{~~'F~I`~W~911WYi
MMNIWIMNMMMN~M~~
~~~. uro ~.~~. ~chEmc~ off' Humbo:Ld.~-v~.e~l,z d.~.rec~-dr~;ve in~LE~rnal
~;
combus~l~,~.ar~ locamo~~.ve
-- com :res~or ? C W- ~enerr~,tor;
A -W aux~.l~.~:~1^y J~7.esel e11~;~.ne, ~ p ~
~ ~- rle,ssure~~'eec~ blower; ~ ..w aux~.liarly~ pressure-Feed blower;
p
N.- main ressure-:Geed blower; G -- Cali^dan shai'~; I~ -a di~~r. ?~.bu~:~on
~' p
,, . ~ ,~ .... fual ~ ump; K -w C07rl~r~S50f~ ~,~.r lubrics,~~ir~~ s~s~tem;
_- razor n,i~;,lan; 1~ .... d~.st,r:ibu~or panel; I~ -?- d~.s~r:lbutar box;.
~ ape p
a, ri d~.rec~~~.on a~' pressure-Feed aa.r; P -W sander;
valve ~'ar v ~ ~
w- ,duel ~~,~; ~, -- .:Crone and back ooolers; S -- compressed a-.i.r
cyl~.nclers; '~
Declassified
~y~gMWIMNI.MNN~ ~y,~A1MI~WIM
n Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-
elec~~ic bl~wers;'U w~ coolant wa,~~er pumps;`
 Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
'sx ~ such ~ s?~~,r~, car~monc~n wl,~~~ a ~?w ~,~;n~,~~.ar~s c~~ ~~~e
~~~n~~ ~,
. and cam Tess?~ a~x, prooaec~s ~.n a maa'~n?r ana~,o~ous
m~l.~c~urP o~ ~u~~ p
~Gax~ ?~~' ~ xec~pxoca~~~n~ s~~~n ;~ooamo'L~,v~e w~,~;l~ nm~a~~~.on I,n
~o ~hQ ~
~^~~ anal aMsux~~s uff"~f,c~er~`~ ~xac~i~r~ ~'orca ~'or Any pos~.~~,c~n
;~u~,~l. ~e a
o:~ ~;he dank;
a~~~er ~l~~e a.ocamo~~.vc~ ryas s?~ar~~acl~ ~o move,, ~he~ ?n~~~.rlem~~,n
? ,~d? uses ~~hc~ d~.s~~~~~,l~u~~.n~~~ ~~pchana.sm, ?Lhus ~,a.m7,~~in~ ~ha ~,c3rni5s~an
xor ~
,.~ l~ ?;~1essed aa.r and ~hc~reby abvia~in,E~' ~~he possa.l~i:l, icy off' s;l.~.d~.n~;,
o.C ca a
s'.~rlul~aneoixs-ly ~,he en~a.neman moves ?Ghc~ ~hi,~a~~l.a, and ~.n 'phis way
reducos the ~Lhro`~1~1in a~' the compr~sseci airy
',I,'he caura~La.an a~' 'the ~.ntake, wti9.ch a?~ 1'~.:rs'1~ z.s re~,;u7.a~ed
b ?L?he "s1~ar?~ ink; Luc]." 1.e ver (since the re~uJ,a~~:i.n~ f'ue1. pumps are
y
' ?h~ ~.n a a;~i~l,ion to as5u7^e ?~he prape~~ pr, essur. e ?ra cause the
st,.l.~..l na p
a~.ves ~~a ~'unc?L?.i.nn under ?Lhe nai^r~a]. Ua.e~~e:L cyc7.,e~, ar~aunts tea as
v.
1OC) cle rasa a.f' crank an~l.e and ~;hus corrc?;s~,ands ~;o the
mucYl e,s ~;
' ' ?~he aclm~.ss7.on used in ~^era.praca?~~.n~; s~oam en~;iraes, Ouch a
~~.m e a ~
~' a:C en~'irle apera~~ian ,~s ca~.~ed addil~~.ana:L ar ex?~erna~. ~"eed.
i eE,n.me c~
r r ' s E,ed increases and ~,rac?tivc :~"a~~ce acc;ardn~;~,y de~
Aa ~,ra~.n p
Ines the ad~lii~ional ~'eecl, is e.l~~o ~;radual:ly reducecJ,, and 'ram a
C~., ,
rrtamen?~ an ~~he; ~va~.v~es be~irl ?~a ~'unc~iar~, 'thus assuring ~~he
ce;r?~a~.n ~
. ~ ?? ?~ co'mbua~,~.an m~.xture ~ The ~~,~~riva~l off' t;Yais tnarnen?t is
~.n~7ec~~.nn a~ Lhc
.masked by a s~.i~h~~, calnra'~ic~n. off` the e~,kiaus~ ~;ases~
su ~~,emen?~a~'y deed ?L?hus ~.aa?Ls From, zero speed
the re~7.me o.~ p~
d ~~~r?~her acCe~.pra?~~.an ai' The ~.occ~mat~.v'e speed
up ~0 70 km/hour, a,n
?~Yien, fakes p~.ace an ?~he narma~. ~ieae~. c~'cle~
~' ~`i urn x,03 eery c~.earJ.y' i~.:i.us~r~,~es, ~raph~.ca~,~.y~
~'he d~~~z am a ~
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
5~'AR~iN Q fh~911~ /4C48I
Gam'
~r~ wo~kin~,
nder adm~.~s.i.c~n and c,o~~~~~~ond:~n~;
1+~, ~t~c Z~~~ ~'~oC~s~ o.~ Gy~.~. r ade ~d ~''~Tl"
~ L1 ~ ~
~ t'rr~m xea~, accr~~.~~~'a'L~.on, xunn~.n~; 7
dia~'~'am ~a~~ ~ta~~,~.n~,
n~.n~ nn ~,~vc~~. ~~rac~)
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
wa ~~c~~,~~r~~~an ~~~ ~~~vo1
~r+~v'~~ ~~ ~,av~~ ~L~^~ck
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~,h~ man~,~u~,at;~,or~~ ~,nvo~.ved ,1,n dx~-v~,n~ ~~h~~ ~,ri~ax~n~~ ~v~n-
ax~ vet' ~~.m~~,e~ Tn ~erre~'a~ ~~?y x~~anlb~,~
bu~t~Qn :I.ocorr7ot~.vo y'
,, ttin ~taam ~.ocomot~.va ~ r~'ho a~x ~l?~xo~~~:1,a va~va
dx~,vin~; a ~~~~~~r,oca
d~ ~-o the thxo~~~.e o~ tl~e 1a~,~~?r~ wh~.~.e '~h~
a~' the ~'o~mex coxxe~~aor~
.., c~~.ns,7. d~~ ;~acemc~n~~ off' ~Gho care ~Lha'r, xe~u:~atA~ ~hc~; d~~~^~,~a;ran
~.or~~~. ~u ~
.. ' ~ ~ dni~~s ion to t}~e cy7.:~ndar~ o~ ~~hc~ :~'vr~7~e~^ aoxrc~s~aond~
(~n ~~.me~) o.F aa.r a
k>,:1.~'~~a.n ~ off' the ~osit~.or~ o:~' ~~e valve ~;aar o!' tk1~ ~,attax~
to the ~
adda.t~.ona1, cantrols are the two :fi'ue~. 1r;var~s ~o~~ ~~~~ r~a~-~
~~Ze only
~.'ced and ~uppl~mcn~a~^y ~'e~d~
~~he o ~~xat ink contra~.s and apparatus c~xv corlccnt~'atod, :~n
A17. 1
,~~ a mat~;ex of. fact, dr..v~n~; thu ;~ocor~,ot~.ve reduc?~ down
thr cab,
ro e~^ sh:~~'ts of.' tl~le ~'ue:l. Levers ~'or aupp:lernentary
~~o r~ir,7?~e:ly mak.~n~; ?the p ~
and main :iced,
~~ ~.s ~,n1~ax^na~. coml~~us'~a.or~ 7.vcvmv~L~.ve :~s des.~~.ed ~'oz~ hau].:~n~
lh
' Tts total we~.;~ht is E3U ~~ans, off' w~~.ch 36 tans
Fast, ~..~.~,ri ~ i,ra~.ns
^ ~ sed on the dri~vin~ ax1.c;s ~ W.th a wllee]. f'oxmu:l.a oi' 2-2M2,
a~ e .>.rnpa
,'.. ~' d:Ln~r ua:L~.ties are cnt~.re].y Ldenta.cal. ~'or forward and bacltw
.~. ~s x ~. ~ cl
~ ?~ion whi~.e t~~.e en~ineman is assured oi' load. v~i~~lb:lity in
~rard rr o ,
directions as ~~he ~enera:~ va.ow (~'~.~;ure lOl~) shows `~,'he
lco th ~
,r ~ ~ ~ U mil;l.me'~er~5
.en th a:~' the ~.ocomat~.Ve bet~woen bu~~ni a a.s l~~ ~~
~ ~
' te~~ .s ~. 7~U m~.~.:~.~.meters. ~'ata~. wl~ee~. 'k~asa i;~ 10,7~U
vr~,ver d.~ame ~
' ' r~ ter5 ri id w1~ee~. base 2,00 rai~.:l.im.ete~~s~ ~'~ae~. sup~~:l.y ~.s
m~.:1.1.~.r e , ~
.~._~~ons `~_~ P~~.xa.muan speed is l:lU krri~hour
{' re lU~~. ~~-race dxive internal. cnmbustian Locomotive hau~.ing a
~'~. ~u
2~~-ton p~,ssenp~er train [pheto~
~'i~ux~s lad and,l.~b dive d.~.a~a^r~ms characteri~in~ the mean
ressure ~.n the. cyl:inder~5 and ?~hp l:ocomota.?ve power,
~.nd~.cated p
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
xa ~~ad ~d naxma~,~~~ wh~.~,a ~'~,~ura ~.Q~ ~~va~
opaz~~~:~n~ w~1.~~ pr~~~u
x ~hA ~,n~a~'n~~, aamr~u~'~~an ~,QaorYlq`~~.V?,
~ha cuxvQ~ a;~ ~xaa~ra~,va ~axa~ ~o
' pan ~?a^ a ~~~e~ra locrama'~;1v? afi~' ~p:r~,s~
and,. ~'ax purpp~e~ ~~' aampax~ ,
?;~ ~~~. ~ar~~, a~ wY~~,ah ~~ ~ar~~ ~s ~~npo~ed
~-a '~a;l'~h a ~c~~t~~ wa~,~h~
on fi~hc~ clx~.v~n ax ~e~ o
~~~ s~~~~ ~a~ ~' I~~~~"~'"ti~r~
~~ ,
S' ~~~ '~ ~l lC~ h ~ ~ ,
(~
+~ ra 1.~~'~ dean ind.ca'~o~' ~~~;r?e~~uY~o :~n cy~.ind~~r~~
~".r. ~u ~
. C an exam:~rla~~.an a~' ~hea? d.~.a~;rams that i~he
~~~ w~.~.~ be ,~eorx up,
corn~~ue~a.on locomo'~~.ve ~.e more e~'~'~.Gien'~ 'khan
direc'~ ac'~n.n~~ internal
' e ~in r~ean ~,nd~.ca~tcad pree;~ur~e, ~.rr power and in
the s?teem lacoma~~.v,
' ~~~.c ~ no~;w~.~ths~tanc~a.n~ the ron,~a.dera~le advan~ta~e
~Lrac~t.ive charac~e.r, ~.s ~ ,
~i.rl wea.~h~t and the r;orr, e~panc~.n~ paver off' i'~~ paver
of the la~t~er ~ _ ~ .. _.~
equ~.prnen~t w
:~'~.re~t ~~hree ~ee,rs o~ ~tr~.al a~e~~a~tian, ~L?h~.a ~.nw
~Llr~.n~ ~,hG
' vo oavared over I~d,d~0 k3.lometere, ~,~i, a~U
~;ernal. cam~ue~~.an lar,ama`ti
w:~~h regular ~tra~.n~, proc~,u~~;n~ a ~tntal
l~~.lome~tcr5 0:~ ~th~.s d7.s~ance,
off' ~~~ m~.l~,~.an ~tonWk'a.lome`ter~r
ae9
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-00039R000200150012-
 ~~ ~ ~~~'~
.~
~~ ~ G ~~~~
W t"~, 1~r~~ xsu C~~ ~ t~~ y ~?'c j~~~ ~~ u r~
!~ ~`~'~
Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
,~,,;~, ~,r ~, ss ~, ~~ w -~~l~rlo~~(,~fi
~~"-I~r~ ~i RV~M~Iw
~'~~~"d
~ry W M W M1~~ wIhMMW Mw W~MYyM/M ~ NMM'M~MY W MM
~?
,. ~' .nd~ica~ed po'wc~r ~1i.?th anti, ~ra.~l~ou~ forced teed
1~~.~;urc~ 7.OG. Cuxves o~
r~,a ?Lost the rc~:l .ab;ili~~ o:C ~,?~s aper~a~~a.on, ma~.n1?y' dur .r~~
? r , , , r .. E~ locamo~G~.ve was used ~a hrau1. pc~sserrrer ~Lraa.ns we~.~;hi.np~
sl,ari~~.n~~~ ~h
ns on ~, sc~c~~a.on ~~() ~l[~.~.arne~~ers ~~.on?;, wi'~h siJops on the avere,~a
~G~ to
`' ~'~.ome~~erse ~~' we om~.'~ :Cram canai.dexa~Lion ~var~.caus ~~roub~,e
c,vea, y 5 k~--
. . ~ ed u during ?I,he a.n~.?~~.a:l? per~.od (~'or in5~l,anac~ w~.~;h ?~he
~ha~, cropp p
' ~ b:l.ower overlre:l~~ed b?a~:~a.n~;s, ~;~;r ~ ), wh~.ch wat~ prornp~~~~.y
~u'Lz a:i.r
y ~ ~ ~~h:i.s ~.n~c~:rna:l. cambus~'ian 1,acomo~~~Ve in ~;enera:~ ~sured
rctn~,cl.~.ecl,
F~r,~a~~in a.nd~.cas ?~han the abo~veMmen~~.c~ned ~~,5 s~teem lacamo~
h~.~hc~r. op ~
.... -~ ~ th~.~ usua:L~.y sarvnd ~Lheso ~~raa.nw ~ ~'hus, .(~.'ar examp:Le, ?~he can ?
~,lva
? ' n of head per un~.t of work .was ?~ percent ~he,?~ a~' ~~he stoam
sumi~ ~~.o
..: ve "1'he .Cued. supply car~r~wed by the ~,nterna~. combustion
~.ocamo 1~~.
t~i.ve b~ we .,;h'~ (a~.J.a~rin~; ~'o~~ ~.ts un~,t hear, va~.~xe) was anl,~'
iaaamo . ~'
. ~ ~ erried by the steam ~,orarnat~.ver the total.
~0 percent a.C ~ha C
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
w~~, - h~ Q~ su~~~~,as (~'ua~,, wa~~~1, ~ubx~.canl~s, ~ ~~) an ~ha ~n~a~~na~
m s~~.can ~,QCOri~p~~~ve was an7,~~ ~ ~c~~snt ~Y~a~ a~~ ~thc e~et~m ,I.O~QM
cp bu
mot~.v?~
'~'hQ cru~.sa,n rad~.us off' tha ~.ntc~~r~al. coinbust~,c~n ~.cacomc~~t~.v~
wi~thou~t re:~ue~,~.n ax ~tak~.n~ on ~a~a.ta~~, was 1.~OG) lt~~p~ncl;er~s~ ,
~~1~'~1:~~~J~;~, CgMI3~J~T:~Q'N 'C~Q~~GMt~`~'x~V'L W:c'1'I~ ~U~])~VT1~~D I'~W~~ TIVS'~'A~,~l;~l~'1~:~GN
(i~~~~~s) (~r~sz~'~1~ ~~~~~~~~~ )
'rho ~aubstantal d~.s'~i.nct~.on between tha.s 1.occamo~L? eve ant;/ the
canvan'~Lg11J~. t~?s CaZ1uLStuy ~~.r,'s~t~.~r, .r1, ~l~Y~e i.ns~ta7.:la~L~.on on ~.~ o~
a numbor off' h~,~;h~s~e?d en~:i.nes w~.th un~.t wee. ~ht a~ l~M~ ltd/III', :I.nM
stead off' ono a~^ twa 1.o~r~spe?d en~;lrle off,' great powea1, and seeorlc3.~.;y
i.n the 1~se tiahcrever possa.bl.e o:~ atutn~.num {~s structural materLal. in
pl.a~ee o:~ a.ron and steel
',Clxe ~:a:L~.ow~.n~; '1'7,ble 'l ~;~.ves the ca~.cu:l~ated data character~.7,~.n~
the we~.~ht off' th~~ ~.r~d7.vidua~. eJ.ernen'I~s off' th~.s :~ocamot~.ve, and :~'or
cam ar~.son the co~''rasz)aYld~.nE; f.'~.ures~ :for a convents.ana~. mode. o:i~
p
~.nterna]. cam~)ustiar~ ~.ocomotive o:C' equi.~v~alent powor~
~es~.d,es the recluc't~.an ~.n 'un.it wc~a.~ht o:~ thy' ~.acoma't~?ve, wriicl~
accarr.?:i.n~; to the' data o:C the tab:l.e arnaun~ts 'to ~6 percent, the c~ubw
d~.va.s~ion a~' the paw~r plant results in a eons~.d.erab:l.e number oaf
other advantages, wh~.ch are vex~,~ substant~.al, in 'thy desa.~nc;r's
opin~.on~
the smaller cyl~.nder d.:i.ameter' ~;i`~es h~.~her. en~~.ne sped 'than
~.n the lame en~~~.nes ~'ar the sine speed off' p~.s~tan ~t~avel;
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
}h~~.~k!~'~1~'B~YYe.`k~Y~l'9~I~la~1'~.~'EV~v~nW7i~'G~41 ~~did~ ~T~S'~~'i~j~~i~~~~~~n~~il~~i~l~Nl~~~~4f~;~d!
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-0003980002001500
Com~~~'a'~~,va ;Ua~~t~
~~~~~a~ 7
~n~~~na~ Com~~~~~o~~ 'Loc4mo~~,v~~
Sri ~u~d.~v'~.c~ac~ ~?~v~.n~~ ~,n W~~,~J~'~
~ranv~n~~~,on,a~, W~,
~n ~~,an~
~e~~,p~n~ Fow~~^ P~.an~~
~o~wc;~ a.n k~k' ~2p ~.:1~~
3G
Nurn~c~r o~ ~n~,.na c~:l.:~ndor~
9~ 2l~
~a'o~al, cn,~~.no w?~~;h~L ~.n ?Lons
Uni'~ ~n~a.~~~ wo~~;ht in ~~?
;1,~ , 0~ 1.~, 6u
~o~ ~~~~
~'a tia]. wa ~h~ p:~' o:l~c~~rica~.
drj V~ ~n ~On5
Unit wo~.~;1,~~L off' ~;~QC~1;r, ~,c;a1
dr, i~r~? irl ~k~ ~~~' l~l~
,
~r'o~r,aa. weal?t~L off,' mt;chana.ca
2~r2 2~,~
equ:~~moni~ in. Boris
Un~.'~ wee. ~;}7~ o:E nl~ chan~ cad.
~gti~~.prn~n~ a.n k~ err NP
0~1~her econan~y ~.n we~.~h~r, in
.Long
~~~o~~a~. ~w~a.~h~L ~.n eons
woi.~h'~ der I~I~ .ri lc~,
Un~.~ ~o~~re~~ a~ r~,a.l w~.th
c:~~'ic'icricy o~ d~a.vc ~ ~.8~,
i,n ~Il~ ~a ~" 'ion
l.46~ `~ ~1.41~ ~ ~
x,0,6
x.2,7
27
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
c4ns~eda~~b~.~ ~A~n~ ;fin ~xg~ ~~ ~t~~;~nn~, s9,r~aa ~hc ~~na~~
d~men~~,g~as a~' ~~1~~ ~r~~~tna ~~a ~edu~~d ~,n ~ha s~~~a p~^o~~Q~?t~,can ~s
cy1~,r~c~er diamr~tax; ~'ar e~r~~a~,a, dour ~ioss:l, ~n~~l,ngs each a~' ~~f~ ~1'
~aat~a up an:~y ha~,~' thQ sp~c? rac~u~.red ~'or ajle ~.QDQM~IP er~~~.no ~;r~d
wo,~.~h~~ on~.y ha~.~' as much;
the thermal. ~.ca~cl an the s~ar;~'aces sup^raund;ln~ ~?Gha canibus~~.an
spaca ~.s rad,ucad in sma~,1. en~;l.n~s by F~1.inoat hs,~,~', wl~~.ch malcas ~.~;
eas:i.ar ~L?a saYl.vca th~a prole.?~n of car~;yln~~ o~'~' the oxc~ss heat;
the ra.~;~.c~i,~ty o;l' at~tachra~nt anu ~th? stabi1.ity o~ sn~a1,~. motors
is ap:(?,~ox~~~ate~.y c,ioub~.cd, tharllcs to which vibratian and vara,ous
types o:~' de:C'ariaati,on i~a consa.c,i,c~rs,ka:~y d.~n.i.r~.i~shed;
the ecanol~iy~ of 7.ocam.o~ta.ve op?ra:i,ion 'i.s ~.ncr, eased J;,'y the
exx.st~nce a~' sevc~ra~, rno~tors, `since individual u~~ii~Ls can be turned
orz and. o~'~: Gticr~ordiri~ to 'the wei.~;ht o:E 'the t;rain~ tl~c pi~ofx.le o:C 'the
run, etc; and similarly the relabili.~ty off' a.ocoma~tive apera~tion a.s
increased, s~.nce e+ren if half' the en~i,nos should fail (which ~.~, r~~ost
unlikQJ.y) thca train could still be hauled thouUh at reduced speed
'to the nearest roundhouse;
the ~.ow wee. ~ht and sma:~:1, dimen,~ ions a~' 'the pa:r~ts and de~tai].s
a~' the power equipment ~'acilita~,es~the;~ir replacement at roundhaus?s
or under way; and it is even possible 'to make meditun repairs during
train travel
~'he charactGris'tic curees off' ~tract~.ve .C"orc'e ~'ar the internal
combustion locomotive with subdivided powc~.r plank are almost identical
with 'those of the convent:i.onal internal combustion locomotive (da.a Tara
o:C Fi~urn l0~), in spite o:~ th~~.r substantial d~.~'f'~rence ~.n absolute
wei ~ht,
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
l ~ ~ ~~,~~ r~ d~,
KM/~ a ~~
~d !t'~1~ ~~~~
~l{i,ur~ ].0~3~ Cur~vss a~` ba,].anc.Ln~ spaod,s o:f' mo~torlocomot.i.ve with
subrl~.v~.d~d pa~aer p;~cnt, anc~ a convon~:~ona1, a.n~orna:L cambusi~ion
1.ocomo~L~.vc, ti~ra.~~I1 ~0~~-~,on ~tra:i.n
is
~~ ~ail~. by aeen From th? d:i.a~rarn ~ha~L ~~ha balancing speeds
off' ~Lhe .n~i~~~^na~. Cnmbus~~~.on ~.orama~~.vcas under cn~rtpati~~.san, hau:l.in~ a
g00~~Gon ~~rain ovQr a 1,evel track, ~,ra l~6 and "160 lan/hour respect~.ve~.y;
ate an 0,,~ porcen~~ ;radn, 10"T and ll0 lun/hour rpspect~,vely; an a one
percent grade, "r~ s,nd 78 km hour; on a ~,~
/ ,~ peg cen~~~ grade, ~6 and ~'8
km/haur ~ .
'~'h:i.s ~.n~Lernc,l comUus~~~.~on lacomc~~~.ve also possesses ~ubstan~tial
adv~,n~~a~os ~.n ~"uel econ~otn;~ as well, has?d on a loa~cl ~'ac~or under
ordnar~r oper~,~~~.n,~ cand~~,ans off' 60 percc~n~ :far 1;he ~.n~;arnal cambus~-
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~~~~ 1.ACca?c~~~~vrr Y~~ul.~~~ ~r~~~~, ~~~ ~Oqq l~~ux~ a~ o~~x~~:~~n ~
yp~.~, ~~c~ r~q~;i,~~~~~ ~~~~,m~a~a ~~~ ~r~u~~ ~'u~~, ~~v~n~~ ~~ ~~q ~o~~~
~ri~ ~Y1~ r~u~,~. ~uY,~~,c~~~~n~wa~.1 ~~v~r~~ ~~ ~~~ ~an~
~'~? Q~~~.m>t~~~c~ coal off' ~Y~~,s ~,~~t~~r~~~, cAml~u~~~,on ~.~camo~~:l,v?
;ins a~~~,2~q c~,~~~,~.a~~ ~~~~,~~~ ~gq,gqq ~,ta:ly~.~x~ ~p~ a c~nv~n~a,~n~~.
~,n~~~a~~1, comUu~~~,o~ :I.AC~mA~~,vc~~
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
PART SEVEN
aAa~TURBTNE LOCOMOTIVES
c~ENE INFORMATION
The uti~.~.~at~.on of the ~vexy~ latest eng~ne~ the gaa turbine
taraation en ~.ne~ opens up wade prospects in locoma~ive bui~.d~
as a g
ing~
Thrs use of the term "latest" with respect to this engine is
' Th4 invention and the idea~f the practical use
a little arbitxary. ~
of the as turb~.ne dates back as far as the end of the lPth century.
g
However all efforts to construct this engine sa as to make
it suitable for practical use remained futile until a few years ago?
T fficienc of the gas turbines that were constructed during this
he e Y
ton period was zero in a number of casES and sometimes was even
g
ne ative which means in other words that the turbine consumed more
g ~
energ than it yielded at ~;ts shaft. Only during the contemporary
Y
' e of the logical development, mainly in the field of matellurgy
stag
' anon has this problem been at last successfully solrred.
and avi ~
The first 3700 HP gas tuxb3.ne was built and installed in a power
station of ox~e of the Swiss steel mills in 1933? The very favor
able xesults of the operation of this installation stimulated the
'"..~ _. an of its sphere of application, including that of, ,
~'t~rt"her expand
~~.~
.. .
train tra,ctian~ .. ~-~
One of the substantial advantages of the gas turbine rnrer all
n fade is its extreme simplicity of design,.. A
other engines know y ,
otor with vanes a combustion chamber, andan air compressor ??
r
these are all ids essential elements. '~h~re are na regulating
.team turbine the single valve in the carrbust~.an
val~resi as in the s 3
and in case of the ..need to st~~ the turbine ~.n ~
aham~her is used y
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_. _ _ .
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
is r~ ated by varying the amount of fuss
er~rgency~ Turbine speed
de7.ivored to the combustion chambero
' on which the turbine sate is that the produots
ThQ principle
from 340 to X600 percent of erases airs ex-
af combustions containing
bins causing the rotor to rotat~i and era then
panel within the tur ~
outside air? The power delivered to the shaft
(~,'1,gC~argBd '~'l,t0 the
en the total power. developed bsr the
is equal to the differenc~a betwe
d b the compressors The compressor is ~
turbine and the power use y
a deli which has been very recently developed on
axial types of ~
rimental investigation of the separate elements
the basis of the expo
ntd In facts the creation of this h~~h"effic"
of aviation equipme ,
was one of the main cand,iticm.s for the rapid prog~
ienay compressor
construetia1 al improvement of the gas turbinoo
Tess and
nc of the turbine varies directly with the tem-
~he efficie y
ar in ath~r wards with the capac~~tY
perature of the warping gees ~
of the compressor; let us explain what a.s meant.
acit of the compressor is increased (and, the power
,~s the cap y
ntl aL;~o increased) mare air e~nt~srs to
cansumed by it is conseque y
as as a result of which 'the temperature of the gas
coal off the g y
se uentl the eff~.ciency of the turba~ne is also
is reduced and con q Y
thus far instances with a gee temperature
reduced and vice versa. ~
turbine effic~.encY is about 1B percent' bu.t at a
,, of ~l~p degrees the
s it ir~reases to 22, perc~anto Wither
.gas temperature of 6~o degree
ature and thus ale a of the efficiency) is a
increase in the temper (
ince it le~ to rapid: wear on the turw
in practices inadvisable' s
n where long serv~.ce of the v~nes~ is a ~ec~
bins vanes. ~ ~n aviatia _~
and fuel s eying ~ t ezaperatures of the
ondary consideration to weight .
.,
s are ~?lo~rable as h3,gh as 100
b~.ne ineta~.lsti ~.
.working gee. in fur ,
d~~gr~e~ a ~ ,,
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~ Data b? used fi,o ~.nareaaa the
Ther? era Ya~rloue dev~.cea ~ha
an far ~,nstanc~~ ~,egeneratoxs,
nc of a turbine ~,~'~allat~ ~
eff ~,cie y
cQO1 the air sucked in by' the
oubl~.ng of the oampr?sa?rs to
the d
compres9or, etas
bins has a large number of
a traatlon engine, the gas tur
~s combua-
ine both steam and internal
advantages over the piston eng ~
feed wator nor water cooling
These advantages are s ne~.ther r ce
tian~ sees (sin
moke and soot in the exhaust g
is required. There is nos Lion
chain er is complete)3 the consume
combustion of the gas in the g e is a
i nif ~. cant (since the turbin
the lubricants is entirely ~~ P ~.
of uid fue ~
si le unit}; a lorrNgrade liq
mec~,aniam that rotates as a ~ to run
bane can easily be converted
fuel oils can be used; the tur
ufactured gas, and iry~he future
n roducex gas, natural gas or
o p roblem is now
~, ~ the form of duet (this p
also to burn solid fue the United States) ?
veto ed in Switzerland and in
being experimentaJ.ly de p
ive built in Switzerland in
The first gas turbine locomot ~
ra.od of tr~.al operations and
~, successfua,ly passed a ~~year pe
~.~~ ~ ~'rencYl railroads
re ular sei~rice on one of t~
the present time is in g
s locomotiYe was built it has
It must be said that since thi. ' es
attention. ~n various country ,
d an extraordinary amount of
attracts
_haYe been drawno
man plang,,fa;?~. ~~ch locomotives .
includ3~ng the US51~i ... Y.. _..~.,... ad been construo""
?~turb~.ne assemblies have alre y
The exper~.mental gas
ui merit and apparatus for its em~
to ether with the aur~iliary eq p ne
ted, g
a lar a amount of work is being o
to eY~t ors locomotivesy and g ti. titian.
p ~ erimentaL roves g
of labor~to~'' and teet.~stand exp
in the f ie].d
electa'ic drive: and only in iso.
Mist of the plus provide
c~aulic drive used
l;ated instances is the ~"
'i~r .1~~~4Y~fnl
4~~~I;A~7~1
~~`r"~
~,:~~
~~
Pr~iF~
r~~~~,
y'! J~P~.f{i~!l4hlrii~~'ii rx+~ wS~h~Y! ~,~{ ~4`dt /a~ IA ~!?d 'a~l)IYi 4dg ~Vr'?4~ f~'l~'!~~'~ ~-
~ i ~ ? r Sr9 r:4 ~ ~ 6~~; 1 ~ a4~ t `I t k ! ~ i+ V r ! ~r *Mt ~ f {~ L
~ {I?~'~'
P ~~ ~+a
a~ 8
r? Vii, {~1~
r ~~'
~~ ~aa~'~at r~~ 4 +~f`~ ~ Ya aG~c I II~tId~
o I
~
~
T
~
~
j~ ~
~
~
~
~~
~
~
I
~
~
~+
~
,
r I
~N,,
I
1
~i r
it~"lr~. ~k`
1
.?~ ? ?li ~,P ti
+h
fi~ ra~'~
p ~ hi k;~q
'~~~~
~fu rkl ~~~~ ~ i ~ ~ I >r
f
~
P~~"~n1~~~,7v~~~ ~~I, +m~~ ~+~ 4,(~li~~~it~hl~llif~~i':~~ t 1'~a}~~Y~~`a~y~ ~~~~itilh'it~?~m?k'~t~Ya~~ir'e"n~r~f~V:~"k`. ~4I~1~{">ft~~if~F4~l,f'~'
r9~;
>~rY
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
Th~.e preferenc? for the ?~.?atric driv? is mainly beaausn
~.ts techn~.que has bean entirely mastered in 1~ong yQare of operat-
i~ag practice in a~.1 countx~.es of th? warld~ and ~~ is very reliab~.a
~:n operation. It must be assumed that in tha future the paritiari
of the ~sleatxic drive wild. be still mare eonsolidated~ We have here
in mind the possibility of the uee Hof AG for electric transmisaion~
T oint is that the turbine o erateas at a speed that is 6 to 20
he p p
timer as high as that of a Diese]~~ which assures a high starting
tarque~ and that ~ha turbine does not stall on over~,aad~ and itr
power throughout a very consiclerabl of the speed range xemains
constant. The ex~.stencc~ of such alaaracteristics creator favorable
conditions for the use of AC drives..:,This m~;ans in practice that
~.t w~.ll be poss~.ble to reduce the we~ht and tort of the entire asw
sembly of equipment for electric transmission, as wall as to improve;
the quality of. that tran~missian itself~o
200 HP GASwTU~BOELECTRIC LOCOMOTIVE (SW.CTZEC~?~,ND)
(Bu~.l~~ in l9l~l )
F~,gure 109 gives a general view of the locomotive w}aile Fig..
tyre 11O gives the scheme of arrangement for the power equ~.pment and
apparatus So as ?to make ~.t poss~.ble more eas~.ly to expla~.n the
pz~~.nc~.ple under t~rha.ch this equipment acts, let us follow the very
simple man~,pulat~.ans off' the eng~.nemrcn from the .moment when he preM
pares th~.a loc~omot~.~re to lea~re the station w~,th a tra~.,n~
First of all he starts flee auxil~.ary Diesel generator (which
I,s nob shown on the r~,agram~~ and which ~.s 3.ntended to bring the
turbogenerator up to the speed at wha.ch the compressor ~.s able to
del:~ver suff~,ca,ent a:~r to the corr~~ion chambero For this about I~
.minutes 3.s requix~d; he then ~gn~.tes the mi~tur~ by us~.ng ~n elecw
t~~^~~~ ~~,~~~ 9~~ i1: 1 4d r ~s,yi ~~~a '~ ri it ~ i J' ~ r { ,~~~~~:.. ~~~ I ~ ,~ 1~~10 . irk ( ~~ t` ~ ~ 1 u.-~~ ~~~it
}?{slji :'r, i a i ~~~ I,.~ ~.r1.~}fi ~S,~N ~~~E~ti ,i ui [[Ci i ~~~ M ~`I r~r ~ j ~~ .+i i~~ t r I is t~~ t
r ~S~_~? I P., ~ t.. 13~i.. ,Y,; < ~ ,x"^~' ~ ~~,i'' "? '. Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012 1 ~~~;r ~~'~~~ "~s ~~~~~~~' ~~ ~,~'~~"; ^~"~~ ',~P~E ,r ~;-
~Ci~1~.1,..1~~ ,~,. ... .. .. .~ i. ~, u..7cJ~.,,. ~ ,.~, _.. _.. _._... ........ _.. ._. ... ... ._..__. _._.. ....__.. ... ._ _. .... ... ... .. ___.._ 7.i ~},, _..a ..?iede. .. ,~. e..a xn ,.., I.~ . ]~
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
o~ the xaadb?d) and ~,n thi8 way ~o maintain ~~~ can~-inuw
unavaness
~,th the hydraul~.c c7~utch and the dx~.v~.ng
ous e~,aeti,a Bann?atian
nnect~.c~n must ~~.sa be ~1ast~a when the loaomc~t~ve
ax~.e ~ The d~.sco
re~.a,tive position o f the dr~v~.ng shaft and
xounds a curve s fax the
as a xesul~ of the shifting of the trucks
the dr~,v~.ng a~.es changes
nce an the xadius a~ the curves The universal
in a certain depends
uch an ~erlastici~-y to the driving shaf'~ up
,point ~.s able to assure s
mnm d~e~xee a~ ~:ta d:~sp~,ac~me~~t ~1~ degress) Frith xes~
td the ~
~.on itudinal axis of ~~he loaomat;~ve, in other words,
pact to the ~
t re ran a of a ctr~.an of the devices that limit
thraughaurt the en i, ~
trucks when xaund~.n~; curves of m~,n3.mum radiuso
the turning of the
However the existing type of Carden ~aints~ as has been
rimant are unable to transmit pxoperly so great a
showx- by exile ~
~t the entixe speed ranges A spec~.al design of
pawe~` throughou
universal Saint had to be worked out for`' ~tha.s puI'pa5eo
T 1,s a~.nt the saMcallw d universal ~oint~ is a strengtY~w
h ~ ,
variant of the design of the wa1~. kna~rn Hendix faint shown
seed
an Figure 1~~~
e erience 'with the use of tY~~.s 'type of faint fax trans?
The xp
cars of straaml~.ned type testifies to its
x~,ssian in t ralley motor
Thus far instance Hend~.x universal ~o~.nts
high mer~.ts in operat 3,an. ~ ~
lul]ricated after running 130'00 to 1h0y00Q
are usually inspected and w
liarit consists in the fact that the .trans
ka.lameters ~ Tts pecu ., ~' .
? takes lace through ,the fear steel bal~.s', and
ma.s lion of ~ he farce p
as ~.s usually the case w~.th ordinary Carte
net through the spakcs~
the uniformity of the ~transmssa.on of the
den ~aint~~ This assures ~,
valut~.on o f ~h~ wheels at any pa~ition and any'
fonce duffing a full re
eed a~' the driv3.ng and dxiven sh~ftsa
sp
!11 I~~ f P ~~~.
N
j N ~ fi
~~~{'ll C~'1 ~~i 1~r
1
d~~~9~~~~~~~~r~~11~~ ~ ~.
rlrl r l~i C .'?p !~. 17~1l r ri r~ rr lnr i~~Sri ;V)r~7N 1~,: rr~iti Kr YM.~r1 R?~hiyl f~l AFnkvYl .n rv - '~If p f'r~
{~ Ja~.Crr ~~r,!,..~. ,. ?'.~n ~i! ~,~v}~ j~~hr11,,,,r:r+~IS( lr'.~ r{d ~l..i,'I+~~'r~~ fy~l~~jw7~~~~~rj'pYq?H;~r~iNYlri~~tFS$Crll'li~~~;i~rr;+r~v~t~~i~C~+~~i1~r~!fl}L'~.e'~iea~~W~inlYlt~:~~
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
lased in ~ cas~.n~ mad? o~ a sp?~"
the universal ~A~,n~ ie ana
e? the paasibili'~Y ?~ ~Lhe
ion wh~.ch ?n~~.~'?iY slimin~t
ia]. composi~ ~
the ~,eaka~e o~ ~~ 1.ubrieant s e
entra~oe o~ du?~ and dix~ or
~ dix ~a~,nt~ Upper pa~'b aaw
F~,guxe 12~o Univarea~. on
ower park di~~ssp~~,~de
semb~.ed~ 1
[ photos
~, y and is entixe~.y distr~,bu~
ht a~ the ~.aaomabive ie 9
The wei g brad-ive
trucked The msx,imu~n gbart~.ng
t?d aver the 2 3?axle ~ivin~ ien~- a~
h an Qnt~x'e~.y assur?d coef~:~c
roe is lti~Q00 ki~?o~rams wig 4
;~o eed ~~.s 19
motive, a~ Oc-22a Tho ratod sp
~xi.ctian~ f0z' bho ].oCa assume
beams o~ power ab raid ~
tars per hou,r~ the weight in
kl~.ome is 36 lc~.la~;~'ams per Hp
s s~,on of ~~.ciencY o? D~9~, ,
ming a tranamS.
?1 in relation to the weights
d the corresponding power at ray. ~
an
is z7 ~7 ~~ tone
United States) tPl.ans )
~ Sw~R~xNE L4COM4'~ZV~ ~
pU~,V~RIZED~COA~M~x~~'U ~
develapmenb~ the design and
n in th? present stage o~ ~.~~
eve ~,
s~burba.ne locomabive make it a
rating aharacte~'~.stics a~ the ga s acts
ape
team lacamative~ and in cerba~.n re
e8riaus competitor of the s ads where this
stun lacarnative,aa rrell~ On ra
o~ the internal coml~u atin practice!
sively intra~ced intaopen g
~a,chinQ has been eaten d of ~,e~. its
serious abstac'l$ .~~? the k3.n
there is' how~e'~ex' one
~a~t off' designers and inVentars
'xhernce camps the ns:~ural e~ w
uses ulverixed coal`
move ~,a sal,~d ~uei~ namQly, p
to cc~n~rext ,~~s loco
y
~ first s~-ghts graved ~.n
roblem~ w~?ch seems simple a ,
'~h~.s p ~ ~ .~
and d~.~'~icult~ and until very re
,act to be excepd~.nglY Complex
~ ~.ete
in raet~.ce ha~re ended in comp
. tl all , a~mp~s ta` solve it ~ p,
ac~n Y
~ai~.u~ea
iv Fr f~(~r rttyl f{ji {,~, ~! .d~'f ~~n~~~~Cr~~iu4~~~~~ry1i'~iFC+t~14~ ~i~p~~y~slY h'af:h 'i 6.r:
~, ~ f ~ ~ ~ ~~ Declassified
rvs..._~~.::~.~~~'~.~,~..1r.t. ~r..~. .~~..~;: a~, ~ g 1~;'~tr?~u~~~,.y1nu7?I~s~sd~s:d..
~ru.
n Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 i
Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
d~.~~fioulty o~ tl~,is prob~om cons~.st?dx ~,n
The complexity and
orkin out a d?sign for thA oquipmen~ and
the ~,rst plaoe~ in w ~
veri~e the Qoa~, and used it ~ whisk, would bs aaM
m?chanla~ to pub,
aranoe dlmensians~ weight and ma~hod o~ opers~
aep'~aUle (in its cl?
on locvmotivc~s~ and in the second place in
Lion) for installation
of comhustion of the pulverized coal in the
improving the process
o as to makQ combustion absolutely complete
aombustian ohamber~ s
a id ands in the third pls cep in aehievi~ cones
and exceedingly' r p ,
as entering the turbines would be free from
ditlons under which g
consisting of m~,nute particles of ashy since
abxas'~.ve material ~
wear and consequent destruct~.on of th? tur~
these res~~~.t in rapid
matter of facts has been, ~~p to now the
bane vanes, w11~.ch~ as a
rsion of gas?turbines to pulverized Coale
main obstacle to the conve
rablem so fax as maY be fudged
~,t the present time this p ~
ial has been on the whale already solvedo
by the pub~.ished mater ~
bo eneratar lacomot~.v'e insta~.J.ation with
,fin experimental gay tur g
d feed~.ng equipment and mechanisms (Figure
all the pulvex'izing an
its arrangement) was asss~mbled~ and in DeM
l2b gives a diagram of
c d in o sration in 'the laboratory' of Johns
cember 191~5~ it was plc e p
the United States ), a the yeas lcn g lab-
. I~apkina Un~.~Cersity (in ~
onn~~.rmed 'the correctness of the designers'
oratory tests have
calculations, and the locomotive assEmbly as a
assumpt~.ons and
d to satisfy all the demands of opexation~,,
whole has prove
a~?tuxbogenerator, since it
~m~.tting the. descr3.pt~.an of the g
d~.fferen~ from the aan~rentional madels~
is in no way substant~.ally .~,
r~.nciple
off, a few data of .the construction and p
we shall here give ~'
coal and fuel feed and of the pul~reT?.
of the ma~.n elements ?f the
.zed f~.~l preparatian~
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-0003980002001500
worm oonveyar to used the coal ig o~
The o oaf. conveyor ~ The
natruated $o that the coal ~~ taken f raan
a special type f ~~ is eo
th of the cpal bunker on th? ~?ndex, thus EM
along the ent~,re leng
n o~ dead (immob~li~ed) xones~ which ~
lim~,nating the f armatio
a,owor~.ng o~ the leval of the coal pile
turn results in th? uniform .
of ooal de~.~~.very is regulat?d by varying
in .the bun~Cero Tho rate
the s aed of the motar that drives the aonveyoro
P
red b the conveyor is dried during its Pas"'
The Coal delive Y
introduction of hot exhaust gas into
sage along the conveyor by the
the coal passes. Special cleaning plat?s
the chute along which
,om tho turns of the oonveyor lumps of
are provid9d to remove ~~
iron that accidentally get into the coalm
it enters the "coal atomizer"~
The grind3.ng crushers Befare
canoe ors into a special cxush~.ng mills
the coal passes fram the ~'
the se crate lumps of cos]. ig reduced to
means of which the size of P
tht~ meshes of a s~,eve, usua~.ly ~ per linear
a value smaller than
of fact the r~ slai~g mill transforms the
centimeter. As a matter ~,
I
r mass with grains the., size of those of Braun
coal ~.nta a powdery ,
~~ and is de].iVered
rains. After this, the coal i~ again d~!'
Gaffes g
've reservoirs Thence it is delivered by
to the so.called dela~ rY
ulverized coal conveyor to the "caal ato~
the help of a special p
che~?tically spawn in Figure 127.
mizer~' ~ 1Arhich ~.s s
~~ coal aw der that enters the atoN
The ~~coal e~tami~er~ The P
is? sub ectdd to the. action of cam~?
m~,zing reserva~:r (Figure 1?7) ~
atmas hexes) w'h~.ch ~.s delivered from above.
pressed air (~ to 7 P
mete~^s per secand~ xn this way,. the
.with a velocity of ~5 to 3n
s of the coal pa~~ielee with air
tr,wha~ge" (filling uP) of the pare
coal maaGture proceeds further through
. is. acvompl~.shedw The., charged
~S~ for I duI ' a, l I+ ~, i~a
17~~0~ aeht~~IC;'~ftt ?4:t;~~~;i)~ ItN~ .,'4~~t nl.3
fi~ ~hya t I~ ~~ ~~~ ~i rr~a~~+~~ ~Yi~i.alr~~
~ u
f I $~~i~yps,I~ ~ ~3
I~ I~ ~~
t~' I ~ ~,
'~'i
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tr
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. ~` .r ~''I ~4
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~.}rod ~ ~y~~, . , ?'~' ~3 , ;, ~ v,Ny ~; ~ ' II ~ a ; F ~, ~~ ~ :... ~ rv E' ~' I 1~ '~~ ~ ~ ~ ~}~ r, ~ 1
C~ r 7. ~a~ h~ kvtr ~ ,,,t?,., r'.~:ti.ttrsk~Irt.~'r,Ir,..":?r., It(~,cz y~
ppjMl~~p p~Y ~. y' ~ ~ 1 ~F ~
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~?r .~ II t, at Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-00039R000200150012-
 Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
the aons~ricted ar~,fiae of the atom~~7~er~ When the. aoal~air m~.ac~
tare issues from the orifice, the pz~easure to wh~,ch it ~s sub~eat?
ed fa11s shat ly which results in the release of air from the
p ~
pores of the coal particlesa As a resl~lt mil~,ivns of peculiar ex~
losions following eaoli other uninterrupteci1.y~ are praduced~ and
p i
transform the coal powder into the finest coal. dusty the a~maunt of
air xe aired far th~.s operation is 1 kilogram for each kilogram of
opal powder.
Tho atozni~ed coal is reduced to a finenesa at which ~0 perms
cent of the dust will pace a sieve w~.th 8A meshes per linear cenw
timstero ~y adding a spec~.al device to the atoi~.~ers kno~m as the
'+cyclonizer" the fineness of the +~gr~.nd" may be ~.ncreased to the
sta a at wh~.ch 80 percent of the dust passes a s:~eve with 134 mesh-
es per linear centimeter-
The power used i~n preparing the coal dust amount; to about
percent of the power developed by the turb~.ne~
The combustion chamber, The combustion charnber~ schemat~?
ically represented an Figure ~.?.8, ~.s cor~tructed sa that the stream
of coal dust entera.ng it maintaa.ns a whi.rl~,ng rotary mat~.on far the
entire tamp until combusta.an is complet~d~ and 3.s sa.mu~.taneous~y
enetrated by the a;~r enter3.ng the chamber through. tangential. ad-
P
mission o~?ificesA and ~rhich then /.eaves the chamber through~a cen~
w
tTal exhaust autleta
al. force th ~particl.es of coal d~~st
Owl,ng to their centrifug 9
to fl towards the s3.des (towards the walls of the chamber tub)
tend ~'
;,.~
at the same time as the a3.r jet apposes ~h~.~~ force. xn cansequence~
the burning part3.cles of cr~al, dust .axe carr~.ed together with the.
a~.r through the central a~drn~.ssion~perture~
a
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
air ar ~tvam vntvx~ at
~ va~oaity of ~6w3C~ m~~aa
Caa1~ ~raund to maximum ni~o a~ ra ran ?~ Pram
S mash ~e dv1~,v~ xvd by warm ~ Fro ssu a'~n
~ ~o ?
aA~7Y~ya~` ~'rQlri pr~l~A~d~"A rAQBrM
VA's ~" '~0 ~,'~AlA~~ Q x
Owing to rapid fad 1 ~,n p~vln~av
arushad oat~1 ~,~ aanvpxtsd 2OA
f mast dust, SAf passing a
ma t~h sia~'e
Laboratory studies of the combust~.on process ~.n the chamM
ter of th:~s system sho~~ed that the l~.beration o~ l~~;at in the space
of the chamber reaches ~~~ million k~.lacalories and l~~,gher per cum
tic meter, whi~,e the appl~.cat'Zon of pressure in the chamber con~?
siderably shortens the duration of ,the combustion the rate of
combu~tian of coal dust o~ the finest passible gr~.nd is almost
e ~~al to that of oil ~.n the tuxbines which are used today as het
q
motors an airplanes.
the gas filter. Nomatter how perfect the combustion a~' the
coal dust ma . be the gas entering the turbine ~.s stall not free
y
mast m3,nute fl ing particles of ashy wh~.ah as has alxeady
From the . Y
oted above act ~,n a ver~-' h~armfu~. manner nm thc; metal of the. ;
been n ~
,~. ~lectro~micra~cop~d~ study of the coal dust ~stab~?
turb~.ne vane, C
t2ie ~'~. ~, dust ~par~iclcs are spher~.ca~. in shape. and
fished that. y ~
? ' A.
Thv high valaaity ?f the aoa~,Mai~r mixtura
as ~.~ issues fra~ti the burnQr is Qonvvrtc~d
into heat, axing to aons triotion of th.v stoam,
and ~~h~.s hA0.'~ dries out ~Fha coal dust 'L?o a
mai.sturv aantaz~?~ under' ~ /~
Figure 127 o Scheme and pr~,nc~.ple off' operation of
coal atomizero
~rnsaura A.36 s,t,na
~~~~J
a
~~s
a~m~nn xrz,~~`~~`~r~lt'r~"i?~~ ' ~~ ~ {~ "'"~6~~Sti~if ~ir4?~it~y},i``~lf"~I
~4Wfl-~~~N'~ ft4.Y3, t~ ~_.1~ _ d J ~t ~FY~t~~~'N S4i~l~P .9f~,i;~ii
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
rox~.mately ~,0 m~,aronso (The miaxan is
that th?ir diameter ~,a apP
andth of a m~llimeter~~
e~al to a thous
ed that ~~he partic~.?s of ash of d~.ameter
~~ ales eetabl~sh
~ a very insign~.fiaant sffeat upon the
smaller than ~ microns exer
aan in practise bs considered harmlesao
metal of thc~ vanes ~ and thy'
to filter the bars before it enters the
xt was therefore neaesgaxy
s as would retain all part~,c~.eg of ash
turbines using such filer
larger than ~ microns in diameter'
Declassified
Combustion chambers ly pu].ver3.~ed coal.;
? bulwner; ~t a,3.r far combust~.on; ~ ~ far
~ ~ ~.gn~.t er, 3 9
? inter~.ar of body made of
coa].~.ng; 6, spiral f same, 7 s _
? ~ ur~.f~.ed air for turba.ne; l0~ ex~
rustlers steel, q~ P
ban steel; llf mixing ,zone; 12, Airo~
terns/ bady of car
under 1~.2 atmospheres pr~s~ure heat
tek f alter, ~.~ a a~,r
r de tees w~,th suspended p~rtic~.~s of
ed to ,6 ~n to 7bo g ~
h ~, e3 eatar f nr flying asha~
fly~.ng as ; ~a
g;~~f ~ ~",f~l`r,3 pit) . ,,~ ~,r, ~~~rk' ~q~.~~~Pt~'d~,ya,~~u~,'a 4~r ~r~~ , s~s~ ~~~;7~ ~f ~.C"~~ ~~,. ,~,'~J~ ~~~r~,~ g~, , ;fi=a~ ~;~ r o s p~~~u r ar~~,t;~ ~f.~Y`~~q G,~,I,+~tw a~~1
~I N~I r.i,1.~19~,?r~k~~44Yt.~~~~~kflP'f;4~A~'s1a'Vfi~d~~v~~~%~~~;~~~'C.~7~Vh~24VX~d^~~f~r~kTill~~af~~~~~Ytffi~lrli~ll~ll~~a 4t~kr~r,~, h7~ti~~~lYe~i~~~~~1~~7~~~~t1~1TIW~~{'~~~~ti~; t1~rs~~.
n Part -Sanitized Copy Approved for Release_2012J03/30_: CIA_RDP82-000398000200150012-1 _~~;~,~l~r
p~ ~ ~~,~~ ~~~ ~,,~y~, ,~~~,ttpn~~(
h ~ ~i~s ~~ 2~ ~a~~, ~"(f1F~'I
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
F re ~.2~s Airatek filtero li pur~.fipd air; 2s un~
~~
it or as; 3s unpurifiad air or gas; Icy the
purified a g
onducted out on tap; ~~ th? part~.cics of flY"
air is c
ing ash settle to the bottom.
tar was used as a filtero This films
~n ,A,irol,ek type separa
the i~merican Firm Airotek during 'the
ter was desa.gned and built by
in air lane engines operating in the ,~fric~-
war for cleaning the air p ~1 !~ ~~'~,
ons~ Fi re 129 gives a schematic of the Air
an theater of opera~i ~
otek separatoro
I,
of the operation of this filter established
Laboratory tests
retain all o? the particles suspended in the
that it actually does
l0 macrons and about 80 parcent of those of
air of diameter over
s The principle on which the ,p,irotek sep~
diameter under ~ m~aron o
' ~,~ a~) passing through tha tube of the
axator works is that the. a ~g
ove vertically with an immense veloc~tys
separators ig caused to m
ash articles are huxled by the action of the
thanks to which the p
wally of the tubes, from which they
centrifugal fo roes aga3.nst the
~,h~ou h the d~,scharge opaningd ~w
descend and are then removed g
b ~,h~ he~~ of th~.s' ~ipaxator abort 9~` perw.
per3.ments hake spawn that y ? ~, , , ~ ` ';
7i 1'.!f ~. I Y ~~ t ~ M t a}h N a t ~~ I, xy k+{I~ ~~: ~~~7~~ r"~.~ fdB~~~da Cy~f'~Tp ~~ pk~ ~a ~ ~ ~~~~ i'~i~~~v~!~~i~ ~ ~ ~ n
si 3 r i.~11?~'. tip, a .'~a ~~~,i~l'~Ff~?,'Eill~,?d ~.~,~,~:; ~1~~~~4~~,. ri ~. rpl iF .~i~ ~7~ i.~~l ~ `,riflf~J~l ~~~.4~i~ ~'~~~l~hn,~ S.1~t ~ ~ fi !.
~~L d^, .l, ~l~f. ILA ,ii, u.:l }~t~ff d0., ~ ~
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
d ~rcm the ass, wh~,1e the r?~
the ash partic~os aro r?mcvs icallY
sent of ar? pract
the moat minute in ai~o,
mmaining ~ p?rcent, b?ing
harmless for the mstsl~
e
n instatilation (f~i~ter ba ~
ono show thst a separati ~
~a~.culsti from ~~p to 3~o kiloM
OQO ~1F gss~turb'ine w~~1 remove
~,ery) fox a ~~ gt the present Limo
tic~.es per hour from the gasp
grams o : ash p~' ~ ?tu~y o~ the passibility
is Acing an experiments
the laboratory
a instead of the sand wh'S,c
ash fox sanc~.'ng th? rail
of using this ositiVe, it will
tha results tuxn out to be p
is usually used xf repaying the lo~
still more the process of p
be possible to simplify ill also free the
the round houses, and thie w
camative f or s run' a~ tans of sand.
ss dead weight o~ about ~
1,ocomotiv'e from an eXCe
to operate an either pul~
ine as also being designed
,~ turb
Ice at possibly to use the
al ar fuel oil? 'Shia will ~
veri7ed co coal
faring ail and those ~arang
same locarnatave on lines
control for the gaa~turbine
stem of
the development of a sy r coord~.nation
automatacally assure the grope
lacomotave: that would
he andavadual~ elements of
ataon an the operat~.on of ~'
and synchrony
~,t roblems and has atil
as one of the mast dif fic p r
the power p~.ant,
bey of sections of the above
en comp~.etely solved; and a num
not be its 'She calculata~~s made
ne ca~,ttee as now warkang an swtuxbin~
mentia ~
,,,oy..,? ~"'~.?.','
ve im xovement show that t~e ga,M
the committee an ~.acomota p , ~ ~~~"~ t of ~
by ha~..,~ opera~~~g cos
faring pulvera~ed coals 5
locamat3~ve, ~, X00 ki].ome~-er
nnang d~.etance of l~ ~ y
cents per kilometer, over a ru
~.nable for this locoma~ives as
is a parently entirely offs
wh~,ch P the canventaanal type of
l~ aentg.,per ka~,ometer far...
comp~'ed with ower f ~nr .the
laaomot~.ve of ~quavalent p
as~senger Diesel.-~electx3.c
p
acme annum. `runo
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
e
P~,RT ETq~NT
~TNG1aE-P~'15E NORMA~~P'~EQUENCY E~~CT~xC T~OCOMQTTV~~
Gen?ra~. information
The use of electric energy to draw trains has bean one of the
most outstanding aahi?vements of transport techno~,o~y in the entire
history off' the railroad.
It ~,s hard to imagine how the manifo;l.d prob~.ems of transpor~?
Cation cou~,d be sowed at the present time if we did, not have suoh
effective means of traction as the electric locomotive and the e~.ec~
trio motor-carp xn any case it wou~.d be impassible without ahem to
solve these problem~~ in complete confoi^m~.ty with present-day econ-
amic~ technicalwoperating~ sanitary and hygienic and other demands
and with the interests of traffic safety especial~,y in the suburW
ban areas of ~pital c~.tirs~ metropolitan, ~.ndustria].~ and, ~.arge ec~
onomic and, administrative agglomeratians~ as well as on section s
with extensive m3.ning operations, transNshipmentsy or tunne~.s.
xn spite of the fact that the electrification of tha rai~,w
roads in some countries of Western Europe and America commenced as
ear~.y as the first years of the present century the Tsar~,st gov~
ernrnent undertook na real action in this directa.an dawn to 1917y
iee.~ up to the. very end of ~.ts ru~.e~ ands as is commonly knawn~
did not ~~~canstrurt a single k~.J.ometer of electrif~.ed lines The
country Likewise lacked the ~ci~ntific and technical base, as . we~.~:'~~~
as the argani.~ati,ona~. and productive base, wh~.ch could have been
used-after the revolution' as a starting paint,fQr the convers?
5
ion of even a few railroad sectia~s and lines to electric tract~.onp
The period of foreign mil~,tary ~.ntervention and of the ;~~~ear
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?~ ~evo~.u'~ia~, which w~~ tMe~ ~~~'
war that ~oltiowr~d t~h? aatob r
oiv'il the d?~~xua
di~~io~t yeaxa o~ liquidating
carded by the. supxamelY ~ onad by ~~'
e im erialist and civil wax, poe P
five conaequenoes of th p oad alea~
ctical xeelixation o~ the rail'
most a full. decade the pra ~ ae l~~Q~ ~y
n decided in advanas, ae eaxl~
txi fication that had bee ivied sea,
in lg~q was the first eleatx
Lenin~s Gq~O plan' Onl'Y in xeg,w
n 18 kilometare long, placed
on fxom Moscow to M,ytishcY~i ,
ti ~
unt of special and historically aom
ular operatian4 Thus, on acco
' need the electrification o~
Gated conditions ~ aux country conume
pli
1 ds almas~~ 3 whale decades late.
its xail~ oa
e Soviet state began to realize
but the tempo with which th
as, such that already today thexe axa
its electrification program w
hind us in the length cf their
rei n countries that are far be
mangy' fo g ,?ew figures to chaxaateri~e
tra.fied rail7'oad ~.ines? Here are a
else
ctxified railroads in the USSR
d amics of growth of the ea.e
the yn
of electrified lines; in 1933
In 1g32 we had 62 kilometers
lometers; in 1935 1833 kiJ.ometers,
1 kilometsx~s; in 193~~ 3r~a ki q
3~ , in 1938, 16g
ameters; in 193r~~ 163 kilometers,
in 1936, 1220 kit
' ometsrs; in 1910' 1900 kilometers
kal
awn further progress in this di~
The Second world war slowed d M
halt it ~ Thus we had 2~q1~~ kilome
rectian, but d3.d not can~l~;telY
this eriod amounted to 111.E
1Q ~' i.e~s the growth during p
'del"~ b~ , ~J 9
l~ilomsbexs: . _.. .,.... ,
.~ :...r M .~ ..~
roads is pxocceding, and will
But the electrification of our w
om arahl~' faster pace dv~^~.ng the Axes
continue to proceed, at an,~.nc p
nown the Taw an the Fi~re..~ear
~twar period. ~s is commonly' k ,
ent po;~ rovides
d ans~,an of the National ~conamy' ~
Plan of Recon~t~c"~~0n ~ p
~~i[~i~P
YWFM,1
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for the eleotrifiaatian of ~3~~ kiiomaters of rai~~road ~.inas~
Thin tha USaR Will hav? ~~8b3 ki~.ometers of el~atxifi?d rail-
road lines in 19~0~ and wi1~ ba f~.rst in the world in length of
such ~,ines~
What is represented by th? Ialectrie lacamot~,v? ~~ a rai7.road
engine and what is the reason for its high effiaiancy7
The fundamental. difference between the electric ~.oeomotive
and alb, other existing l oaomotives is that the en?rgy that moves
it is received Exam outraid~e, from great regional ther~lal ar hydra-
elactric power stations xt is thus free from th? heavy bu~.ky
pawer equipment, that requires care and svrvioing~ and must be car?~
ried by all other locomatives~
'the equipment of the electric locomotive consists prirrlarily
of electric traction mo~tars, auxiliary motars~ electric and pne~
matic apparatus, and the ri~chanical part ~underframe and body). xts
power is determ~.ned by the number and power of the electric motors
9,nstalled in it, and an important caxisequence results~'rom this facts
the maximum pawer permitted by the adhesion conditions, without ex-
ceeding .the clearance .dimensions and the aJ.lowable axleM~,oad~ may
easily be installed in an electric locomo~.ve, w~~.ch is in practice
unattainable for all ether types of locomotives Fuxth~r~no~~;~,, when,
electric locomotives are used, sectional traction (distribution of
electrics t~~rough the train] may. easily be arranged (for hauling ,
heavy trains on lines with severe profiles) and operated From a
single dab under what ~.s called, the ~'multi~unit system' o
It mush be borne in mind that the tractive qualities n~ an
elec~riclocamotive cannot be dir~c~ly compaxed with those of nthe~
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acmotivas ov?n of equivalent paw?r~ without allawir~g for ~h?
la
ties of the operating aharaataristias of eaoh~
specif is peauliari
as atharwise erroneous results will in?vitably be obtained?
A
he r0ci roasting steam locomotive, for ins~~anoe, is able to
T p
v to its full power only at one definite pa~.nt of the speed range.
da e p
below this point it is no langex^ able dully to
pt speeds above and
utilize its tractive resources. Mareover~ it can only consume as
steam ae it can praduca with a given capacity (steam-~gena~'at?
much
f the boi],ers~ Canaequently, na matter at what speed
ins capacity} o
steam locomotive is travelling, its power i'rom the bailers al~
the
re~na~.ns unahanged~ while its power at rail is always changing
ways
th the efficiency at which it is operating during each given inw
wl
terval of time.
wh~.le it is true that the power of the steam locomotive may
f necessa (by roughly 2~ to 3Q percent aver 'the ra~
be incr?ased i rY'
ted ewer}~ by going over to the regime of intensified steam gen~
p
Lion forcing the bailer} and se~.ectian of the appropriate stage
era (
issian (cutoff) of the engine cylinders, still such a regime
of adm
is not stable, reliable or permanents primarily because there are
n .factors that play a role a.n this case; fuel quality, conditw
ma y
n ins the qualifications of enginemen~ assist
ion of bailer and e g :
t stoker their skill and their understanding of how to hand~.e
an , ~
ta. Precisely fox~._thi.s....reason it may happen that,
the Locomotive, a ,_.,. W
locomotive ~~xuns out of steam" are :the track, especial],y where
the
the grads are steep..
The matar~locomoti~re is euen less adapted to handle over~?
it hay a mecha~~ical drive or an electrical ~ne? The ,
loads ~ ~rhether
of its land are str~,ctl~ ddfined by ~.t~ rated engi>~e
lim~.tatians
pn~rer,
3 33
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ve is subptant~,a~.~Y drew
ct tha e~,$ctric locomot~?
~~, thib rape - and to
ro'm the eteam ~,0camot~?Ye~
and to ~,ts ,vantage ~ ~ as an
t~.nguishad~ irstly~ it h
~locomot~.va as wel~+ F
o~ extent Exam the motox ad o~ ~ e].ectxiG
~ the spe
texiat~.c; in othex woxdss
automatic chaxac ~,n ~? th? pulL exerted
~tic~,],y vaxied accord ~
~,ocam~,tive ie auto
owar that it can dev?].oP
n eri,ad~ Sscand]?y~ the P
duri~ each give P fat the
ble limits a.f overh?ating
],~,~?ted only by tho a],lowa source
is he available power o~ ~~
oxs but '~~' at ail by ~ rdl
traction mot ~ 'phi ~'~
ractiee is not limited.
ti the enex~"~ wh~eh in P are ab]~e
genexa ~ ca s~c~?ty~
a considerable therms]. P
which pas sass
the motors d even ],00 percent (de
],aad of ~4 to 7n percent an
to stand an over in the a ~~. ciency o~ the
reduction p
~n on duration)! without any the steam
Pend ~
.,to that which o acme's ~'t
ctric locomotives s~,milax
eie orY~ing on high cut.a~~s
~o~~ci.ng the baiter and w
locomotive, where
], in, the tha~~~l of f is ienc~' ~
a sharp f a~.
campan~e~
is ac
~,litie s a ~ an electric ; '
the tractive ~
U;~ua]-iy in eva].ua~t].ng an de~'e~op y in
aver that it c
ccount is taken o~ tY~ P i f
iocamatiVe~ a ~~
ra,tiona without averhea ~
s a eration and, in l??hour ope
cnYatinuau P
mit (l4~ degrees).
the motors be~land the li
z
tric ].ocamotive, more espec"
these features o~ the elec ceed~ ,,
.Ail - are of e x
. , o eration~W~th overloads,
a1.1 its adaptabii~ty to ~? .,
~. ~' -~'~ s plain this again ~by way
., ~' ortance~ Let u
in ly great Practicai"~ ~.~ a
~ ~'
? ~ s i~:camative with othersp
of c ampar ~g thy.
eam of internai combustion
mining the paw~x of a st "
In d,et~r exationy
~nder given donditione o~ op
oaomot~,ve :being des~gn~d~ '~ e~,c)
i ~; unsf track pro~il~r
~,~ ,rains,,speed ant ~'
(weight norms of
rom the Est diffidul~~ or
~,n -.the last ar~aiy sis y ~ -
one starts Duty orris ~u~'fic~~nt powex
~adc + ~ ~,n ,,other: w ,
is ca].ied '~h~ ru~.i~g ~
as it - _.
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~~
rcar~n the steepest brads ~ at the g~,van spead~
~,~ provided to ov?
c ens titute (in tct al length } only a ne glig?
But since such grad?s
in co arison to the total length of the lane or
ible quantity mA
~ the loaomv~iVe nest be given a certain amti
rvuty ~ it f ollaw s the
a Wer ~ hat i s very little utilixed~ Tn practice
punt of "reserve po
ermal sfficiency~ or in oth?r words rew
this implies reduoing its th
that is a~.ready lour (eig?s with the steam low
ducing an efficiency
camotive}~
ire/ different with the electric locow
The situation is ent y
ore need fox such a 'reserve" power here since
motive Ther~+ is nv m
ads tables by virtue of its overload capacity
this locomotive is p
d routes with the mos~- diverse track profilesa
to work on lines an
e ear ratio can also be .changed so as to devM
,end besides this th g
wer at the expense of train speed (if the
slop maximum possible po
increased due to the limitations placed on trac-
latter cannot be
,f~
lh
ve force by the adhesive weight of the tra3.n ~ Y~
ti ,~
r
of the electric lo~
~oreaver, the simplicity of the design
,.
i h reliability of operation of all the eq~~ip"
camot~.vey and the h g
don it result ~.n a high availability factor a amM
ment ~,r~st~.le ~
cent. This means that of every 100 hours of
ounting to 9798 per
2 to 3 hours are required far light and med?
its operations only
. e i menty etc while this factor is~ about
ium repairsy ~,nspectiana ~ p
to ercent far the steam lacamotive ~~. y w .. _...
...~,
that the el e ctrl c loc ox~ativ a is capable of
It ~s thus cle ~' ,
of work than a steam locomotive of
perform~.ng a far greater amount
has been c on~'a.z?med by experiment and ~pera~ing
the same powers as
dal sections c~~ nur railroad system'
practices Thus, on the nd~.vi
aces ~~~ and given 3 steam locomoti~'es~
one electric ~.ocomotive rep].
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,~ all ~~~ mex~.ts and advan~ag~s~ the e~.so~tr~c
but ~x~ spina v
~?am 7.acvmot~.ve~ the ~nterna~. aombue'~~
can a~;~1~ nat d~.sp~.ace the s
otk~rlacomvtivss of the future (seam ~ur-
ion locomat~v?i andthe
ne ~,ocamot~.ves, etc) .,w and apparently.
binp 1,acoraativesa gaswturbi
nov~r wi11~
c traction is a conamica~,1~' ~ust~fi~,ed
The paint is tha~~ el~actri
in sines and sections with great d?nsity of pas"
on~.y vn ~.a,nes, ma
traffic and especia~.7.y where 'the route pra~i~.e
senger and freight ~
~, other lines the steam and internal, combustion
is difficu~.t~ 4n al
more economical. traction This is oxplained
locomo~,ives can furnish
by the f o~.lowing reasons.
railw lines usually take 3MphasE current from
ale ctri.f ied ~
an blic transmission ~iries~ This energy is trans-
the highwtensi pu
hi h voltage to working voltage) at tracts
formed (stepped dawn from g
' located slang the electrified lines, and is then
Lion substat~.ans
sin ~le- base AC according to the current system
converted to DC ar g p
' this form is conducted through the contact system
a.n us e) ~ and a.n
to the electric locomotives.
~~ acessin "and "transportation" of energy result ~n
Such pr g
lasin energy, .and requires the installation of expenw
considerably g
substations, coYd%act wires, etc with
,save transformer~canverter
their maa.ntenance, repair and servicing
subsequent high expenee for
ous that the limits of the tech~,cal~econamic adw
Zt is obvi
traction of trains can be extended only
vantageousness of electric
? ' fication and costwreductian; of the whop; complex
by max~.mum s ~.mpl~.
,c
' ne,r installations and eq~uipment9 an ~ ~ passible even eW
of stat~a y
' Lion of individual. elements in it?
liming
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The s~,mp~.?a~ way of solving this problems for instar~oo~ would
be given by the ?lectr~,ficatian of the ra~,lroads on the bas~.s of
general ~Itandard ~-phase ourren~. Tn ~h~.s aaQe the ~rao~lon sube~a-
tions would be nath~.ng but peculiar transform?r k~,osks set up along
the lines Such a system was adopted in Ttaly~ for ex~mpla~ from
the very beginning of e~.ectric traction (in 190~)~ But ~.~ was not
generally adopted, and apparently has no such prospects for the fu-
tuxe~ The point is that this system has a number of disadvantages
of which the mast substantial are the ?ollos~.ngs the 3-phase contact
system is expensive to build and opQrate~ requiring two contact
w~.res; current collection is unsatisfactory, even at the relative?
ly low volt ages in the contact ware that are possib~ under thin sysy
tem (about l0 kilovo],ts); mod, finally .the an~uriaus influence of
traction currents an telegraph and te],ephone lines and an STsB ~pre-
sumably automatic block signal system]
The system of electrifa.cation with single phase current of
rEduced frequency appears mare rations]. than the 3-phase system.
if the electrified lines are supplied by special pager stations,
this system likewise does not require conversion of the energy Be?
sides this a,t is passible to increase the voltage in the contact
~ri,re even more Ito 1~ to 22 kilovolts } which in tuz^n alJ.c~r s spac3,t~g
the traction substations furthez? apart C7a kilometers or mare)i and
at the same time, to reduce the doss-section of the contact ware'
as la,ttl~ as to 100 square mil~.imeters far asingle-track line. Ali.
this as a whole results in considerably reducing the cost of the
stationary installations. This system has been adapted in many coun-
tries of Europe and America
This system,.. however, a~,sa ,has its disad~rantages, of which
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 But this systems as weir ha8
aubst~
the most stations
~~ it is supplied by the power
a aountry~
ergY system ~ the ~~
once uent need for convert~g
d b the pubic, w~.th the. c q c~ retun
use ~ the rate
n 14~ h,ase at law?r ~requen~'~
phase curxent to si ~ p at in most cases it
stem drops sharply so th
qn investment in '~~ s sy ~, s wid?ly aocepted
kilovo~?t ~C system ghat
cannot compete with the 3
both in the USSR and abroad.
ndis table merits with
of DC e].eatri:Eicatian has ~. ~
The system ~ era..
w ~ version and f rom the tractive op
res ect to ecanomy of energy con
p its fau~.ts~ The
tional viewpoints
for heavy c spit ai investment
tantial of them is the need
most subs
f traction substations ev
ery
bear o
the constx'uction of a large num and
in of Freight traffic
rs on lines with high densi~9
20 kil.amete with
a heavy oontact system C
osel spaced than that) and
even more cl y ~0 squ~'e millimeters
a feeder l~.ne reaching ~
the crow swsection of is in the DC sy's'"
a of eliminating these Paul
and aver) The only w y
ossible~ the voltage used at
auld be to increases as much as p
tem w low vo~.tage as
ever even such a relatively
present. Up to now9 haw
rom the stage of experimentaw
olts has still not emerged f M
b kilov
xdl in the manufacture of trac
fficulties are prima y
The di
tivn?
j d arc?arxesters fox this vol ages
~;
auxiliary motors an
Lion motors
~.
effective method of
~' there still is another vet''
~~ Finally
.~ .... ~- .. over ~a pinglawphase
blem? ,'his is by chan~g ng
solving tYi~.s pro
uency~ The studies made at one
o f industrial (normal) freq. ~-
~a current
~! icat ~,on of the ,Acad.a~~' o f Sci
~, a team on trs,nsport electrif
~~ t3.me by
grin appraximat~ relations .between
~ ~ the folly g
'' enaes USSR establ~.shed
~Lrnent in ~, single phase (iq"'
ital roves
the ama~unts xequix~d fox cap volts t~ms4
d ~ ~C ~QUq volt and 6~Ona ~
v. uerrcy~ ~y~~cm ~ ~
,', ` du,~~riaL freq
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rsnce with the unity c~ tha any
tial i s tho interne
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~~ tha cap~.ta1 ~.nvestman~ for a AC X000 va~.t system ~s ~ aken
as x,00 pareent~ then fox a b400 vo~,t DC system ~.~ w~].~, be 8~ p?r-
cent, and far s~.nglo-phase current at industrial frequency ~~ wll~
be 7~ peraent~ Use of non-ferroua metals ~.n instal~at~.on of the
2 1,attex~ systems wi1~. bA 60 percent and ~0 paraent, respectively,
of that for the f~.rst~
The following 2 variant s of so~.ving the problem of the si n?
g18~phase industriatiw~'requency system, both in tho USSR and abroad,
have been nateds
~a) singlo?phase eleotric ~,ocomatives with commutator motors;
fib) electric loaomatives with rotary converters s single-
phase to DC, and singly?phase to 3apha9eo
The first of theseis undoubtedly of most intc~rest~ It allows
the electric locomotive to have the simp~.ast design, sinan na ean?
vertnr unit is required besides this' its traction characteristics
like that of the DC electric laaomative, is of the series form,
which best meets operating requirementso
Jut th3.s variant, at .east for the presents is also the ma~~t
difficu~.t far practica~,~~~~.~~~a~ian~' `T`he ~poin~ is that ~,C commuta?
/ ~ ' 4 ,
tar motorshav?su~stantia]. faults, namely: difficult cand~t;~ons of
commutation, due to th? saMaalled transformer voltage (the voltage
induced in the sections of the armature windings, supported, at the
moment o.f commu~atian~ by the brushes and interfering with proper
commutation, a special.;l.y at the instant o~ starting) which ~s of
considerable magni~~ude~ acid the laW power.. factor (cos
nn start?
Eng. For this reason the power of caah motor mint be rec~ucr~d, in
other words, :the number of the motors must be increased, and conse~
quent~.y .the des~.gn of the e~.ectric locomat~.ve complicated and its
~re~igh~ incrcasQd~ r
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deve~ap a s~,ng~a-phase anmmu~ator-mom
Tn the USS~i w?rk to
tra~.n serv~.aa his b?~n going An
for mae~inf~ the requiremen'~s o ~
r nv time, Prof easor G~B~ Bened~,~C~
sines before the war. thus' at o
tor~motor of spcoia?, oar~truation~
of the MITT proposed a comnuit~a
~in coriYent~,onal mota~'s of this type ~
fr?e of the faults inherent cAnM
the MET ~,n turn proposed using the.
Engineer Z.M? ~hi;~diner of er-
but feeding it during the starting p
vc~ntional cammutator~-motor, tin
eed equal to p~2 Qf the lwhaux ra g
iod and untiti reaching a sp uld o erate
a~iliary unit; thus the motor wo p
with ~C f x'om a special t ~,f..
he in ut c~~x xent duxing the period mos
at zero frequen~r oft p s most
Cation ~ when 'the pea er factor i
ficult w~.th respect to comma
s,vorablc.
roved single phase coYru?tatox~moW
Abroad din Germany) an imP
hes and au~ciliarY commutation windw
tor, hava,ng special. bui~.t?up bras
hor of ~~he proposal claims that the
ins has been proposed. The out
g ~ arl~ing vol~
' oss~,ble to incxease the transformer sp
w~,~ndings make ~t p t nothing about
crease the power of the motor Hu
Cage and thus 'to in hed and ap"
Lion of this motor has been public
the practical uti~.a,~a Cal stage.
a net et emerged from the e~cperitr~n
paren~lY it too h s Y
' ntal single phase ~4..cYcle electric
~, sing~.e four?ax].e expera.me .but
was bui~.t in Germany zn 1936
locomotive w~,th cammutataxMmotors
u later, it did net go into series
~'or reasons wha.ch wall be tak~an p
prodv~c~ion~o..... .
le~ hasewtriphase electric la~
Using the second variant a sing p
Xan do system was built in l~'2~ in Hungary o
comotive on the so~c~.led was
ere,tian proved sa favarab~.e t~~t it
The results of t~; trial op nd in
l 0 kilometer section an Chia,sYstem, a
decided to electrify a 9
' n ~rrrent into regular operation.
193 .this sect~.o
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he USSR ~n ~~3~i t~ "~"namo~~ plant ~.meni ~~M~ X;~ov~
In ~ ~
anstxuc~-~,on of ern expex~.men'~al e~gle~phase-DG el~
aomplotod th? c
th mgxcux arc rest~.~iex and grid con'~ro7.a Dur~
ectran ~.acQmatlve w~. ~'
' ad twa such ~,ocamatives wexe a~,so pxoduced
ing about the same para. i
r with ona single~phasa?txa.ph+~se mod?~. on the aoM
in Germany, tag ethe
called Punga~Sornan sys ~m?
howevQr be borner in mind that tlae converter e1M
~t must9 ~
? ot~.ve is by' na means a novelty in laaomot~.ve construc~?
ectra.c locam
It in Gerrna~~y) as early as 1901 as an eXpc~ri.ment~
ta.an~ One was bud.
? ~ hase-DC model of 6~0 HP, and equipped with a mator-
It was a s ~.ngle p
rter but it was a very imperfeat~ uneconom~.c~1. and
generator conve ,
e n ine ~ xn 1911 a more powerful (1600 HP )
law?-e~~~.a~-ency converter g
omotive on the same princ~.ple, of mare improved design,
electric loc
his was of type 2"$~ ~' B0 "~~ with voltage
was bu~.lt, (in France) ~ ~
of 12 ~Cilovolts, and frequency off' 2~ cyclesa
.hale-~C e~.ectric lacama~?
Over ten mat orp generat ar s~.ngle p
I
' ~F, in different aa~r~tries during the years that fol-
t~.ve s were bua.l
f, and 2~~
~~~ from ll to22 ka.lovalts, and were 16 2~3
$ lowed 'they ranged
i
re also a few mercury-arcwrect~.fier models ane in
cycle. Where we
of ive osit~.ve results, and the
the Un3.ted States, wh.~.ch d~.d n g p
I
~~ others ~ which ran, :gin ~~.rope) a
~~
? and in the following periods aver ~0 s~.nw
Beg~.nning in 191
ase electric 1,ocomotives were bu~:lt (in the United
gle.ph~seMtriph
s chranaus and asynchronous phaserra~verterse Thy
1 w~,th yn
States),
Op to 100 HP~ we~.ghed 130 to X36 tons, exerted a traces
ranged from ~ ~i
~]
o ~ 0 000 to ~0, 000 kilograYns, and oZ~erated an a voltage y
five farce ~ ~
1 contact w~.re, of l~ to 22 ;k~.lovoltsm
~.~~~~; at the
construct3.on of such, motor~].ocamot~,ves and t~ie~.r ~.nt~a~
'the
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
howevor, solve the prob~.em of inM
duction into serv~,oe rid note
eld of s~,ectric gain tract~.on~ I~pre, as
oreasin~ tha econQm~c yi
ueno in the contact sy$tema in~;erM
pxpvious~.y, the reduced freq y h~.~e
who~.? enemy systam of the Gauntry, ~'
fared with the un~.ty of the
was required where the electrified
cost7.y conversion of the enemy` , o it
Cl usOd power stations Then, to ,
~.inea were powered by publi y
anon in the design of the electric
involved a Considerable Complic
tk~ single phase, commutator~eyst?m,
locamotivr~, in comparison t0 ~ the
' on a uipment. As a matter of f ac ~,
if it was to carry can~vera~ ~
co motive s o ~ th ese typs s and designs
transition to mo~or~generatar la
t to adapt the locomotive as well as
was dic tatad only by the s;~ f or
conditions far the given electriw
ossible to the specific operating
p
ore simply to evade .the dif f icu:ltles
Pied section, or, to put it m
la,c~.n r them with the more rational
caused by commutator-motors by Yep ~
DC or triphase motors.
ste td~ard this transition to thy; mare
The first practical p
at normal or industrial frequencies
rational s ~. ngle ~?pha s e system
d in a f ew other a ountr ie s ~ ~~ungary ~
was taken by use in the USSR, an
the e~p erim~; nt al loc amativ'es We have
Germany) by the construction of
already ~ntionedo
..,......., 'vcs are described below: the merc,~ury~arc~
_ ., . ~~~hree such la camot~. taM
Live built in the USSR and the commu~
rectifier electric locomo 9 built in
and the phase~convarter locomotive
tar-motor locomotive
Germanyo
~c~R~a ~aca~o~~v~ tUS~R)
~ aw . YcMs~NGr~.p~,s~ sac ~
w 0 traction motors of the serW
he ticks and .the type APE ~~
T
ere u sad w~,thout mod~.fic anon in conM
ies SM e~,ectr~.c lacomatiVe w
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~n.~ee.~
~~ai~ ~x e~.m~anta~. ~ocamo~t~v?~ of which ~'igu;~? 1~0 ~~.ves
s~ruo~ing p
a w~7.7. b~ seen from this pho~tograph~ thc~ body ie
a general view A
anti deal to pexm~,t ins~ta~.lati?r~ ?f tha rath?r bulky ar~d
of speai ~,
compliaatad equipment+
1
~'~,guro 130 aenere~a. view of ~ yela s~.ngleMphaae
DC mercury~ara rectifier locomotiveo
(Photo
The principal equipment consists of t
two trolleys with brac?~t ingulmtors;
oil switch;
transformer unity main and auxiliar~y~ ~~.osed in a com~?
man tank;
-anode. rectifier of usual ~3M20 type used at traction subw
l2
stations;
sn-aothing choke;
six DC traction rnotors~
The auxi.i.iary equipmm~.r;~,~Ya~~~ cvx~^G~~~l~ ~.n?~U ~ha i~;e:~^aury.
a~~c x~c;~~~.~~i.ex (w1>.a.cl?a. ~aulaa?~a.c~n c~~e~~G~ un~'~vor~~:~e cQi?icl~~k~ lU~lu ~'ax
~17~ c011'1'illt.na.c~.~ion off' ~uhr ~x~c~c~a.on z~~.o~toxs~, ~1^ia spcc~.a~. ~-a~c~.~.lcc~
smooi~h~rit~ ck~iol~~a l3 ~.~ ~ara~r~.c;`ec~. Thy e:xca.~~~c~,.nn winclirrE,~~ a:f ~~l?l~
rilo'~C1'1^ ta,1^C ~hun~~cd, ~'c~r ~~h~ ~~1TlC ~~UZ'pOaC~ ~y ~Lh~ ahmiC xc~~ti;~a.ncc ~~,
r, ~~ II .'4
a
Ske~.a~ai~ d~.'~.~rarn off' c;xrc~ait~s n~ ~awa~~ ~q,~.~.~mar~~ cr:C r~Er c~u~y~~.xa
;r~cc~~.:~~.er ~~.c~c~r~.c ~.os;omc~~~.va,
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
? ~ p~' ~;l~o ~.voomo'~~.v~ p~occ~eds a.n two st~,~aa, ~L~
~1~~ ~,~,~~~~~~
~~ o~ t~~v?1, tho output 1c~ds front ~,h~ ~GC~n~sx~y
tha ~',~.3 ~'~+ ~t~k~
?~ ~ ~ ex c~a~.~.vc,r or~~.y 7~a v, oti~ }~~,~.~ cad ~~~ho usual.
w:~nd:~n o~ the ~,r?~ns,~ox in
,r, cux~ -ax~a r~r'~~.~:~ex~ ~ 'fin the second sta~'e, 'the
~vo~.t a ~;e, to '~hc r~1 r y
r ~ ,;~~.ed by tY~c outer :~ead~a a~' th~.s wa.nd,~.n~;. ~'h~
~'u.1.~, va7.~aa~e a,s sups,
~ sw~.tchea ovcx~ thr; '~ran~,f vxinax 7.eads ~ but an~.y coarse rc~
,swl.~ch ~
,..: the; va~.ta~e~ snd Corlaer~uent~.y a~.ao o~ tkie 1.ocama'L~Ve
f,~uJ,ai~a.on a~
' ~ ~~ ~'?'e ~tcd b ~~ha.s ;~wa.tchs.n~ ~ Th,e siraao?r,x~ v~~r~.atan o~ ?~hr:
spe,rc~, as o1,.~ c Y
mot~.ve s eed) ~.s hanc~,er~, w:itha.n the lirna.ts of
va1.t~~E (end ~.oca P
. ,.. ~ , ' s; tc;rtr,c,c~ ~ra.c~ 1^r~~u1~,t~.on, wh~.ch cansa,sts ei7M
c;ach s?~a~,e, by wh~~~ a.
scnta.ally off' the ~o~.lowin~; ?
.,., ode off' the 7~ecta.~'a.c~r hss a ~x^:i.d ~~k~.a.ch a.s elec~rical:ly
~sch sn
the a ec~.a.~,, so~ca~.le~ ~rid~~>rnarG~.~or 1.~. Thl~s ?the
cannecte~ to p
ke t uYtder a ne~at:t,~ve voltak,e (po'rent~a~.}
~~a.d a.s Ga11t1n11~JU5~.y p
ue a~' tha.s potEnta.al ~.:~ entirely adeyua,te to prevent passs.~e
'The val.
1 ' ~ ' current From anacte to cathode, ar, as they say, to
o:C the x ect7.~~.ed
t~b~.ack~l the a,nade
.~ ex~iod~.c pu~,scs
se,tLrrsted. trsns~'orrr~er) and is there canvcrted ~.nto p
~:
?vc~ oten'~ial a~air~st ?~he ~r~.d,~ ~'hus at certa~.n :'~ns'~ants
oi' pa5.~ta. p
' s the negative grid-potential and
th.e pasit~ive potential neutra~.~.z~e
,~~ or in athcr wards creates the proper can~.~-bons
uunblaelcu the spode,
. ~ e rectifier azlodes, 'These ins~~ants, or, as they
far ~.~n;~t~n~ th
' itian bases, depend on the po s9.tion of 'the
are cs~.led, the ;~~ p
phase x~egul.ator e
~,
r ~.~:~crna.tin~, va~.t~.~;e dcla.vered fxan7 the ~hs.ae~xe~l~.l.ator
the
' tl~rn au er .t11pp5~ed on the ne~,s.t~.va ~ra.d patEntiaJ.~ 'Tl?.t~.s
~ti ~s a.n p
~~ sses throubYa the so~ca:~led peal, trans~'arn>ex^ (a stran~:ly
va~.ta~e pa
.. ~ , , , ~. u ~ ~ .. ,:, , . , ., ~ ~ ~ ~ ~ ~ ,u~
:,: ~. .. I,,, ~:... .L... i. ~:..1,., ,.. ~:... ,..:.;.: a,~.~,: .,~.,.,:~ .:..i ,.,. ~. ,. ~,:. .. ,, ..C:~'~ ~ t ~ `.:i is-4s iii ~ i dil 0.,. ~F:i~.ia 1.
f?~..n.i ? ,,.., .. ~. i i ~I,,.f,; ~.:. ~ I.. ,:,~. ?~ i G .~,., ,. ,..~ .. .... ::,,,..1 i ., ' . :,,. ,., 1 ii .1..: ! ~' I~~~y. ~i la '.~/ Ei ~ f. .5,,,.
'n:,'~:, ..~,., ~ 1,,, +:,..y ,,,~q., a... ~,,...~.~ ~.., ;;~~ . i. ~:.;.... ~?., :( "'.~' ~~. ~,:~,i~ !,o~wi ~ i.:, i ~ ;:~ ~ I{, 7~ytiti i r~~..( i r:-;; h(r~al(?,.al`~~'7d.,;."~,.
q
i~~~. C'i ~! 1' , ~. I' t ',.'i I ~ p '` ?'e' i~i% ~ ~ ~7 r! ! ~ ~y(~r it ~ ~ ~;, ~t ~~i iar ~;r t ~k. if~? (iry~T P!; ~~,~r
~,~~~,~ ,~~; ,:; r, ,.;, :~,., Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012 1 .;,,,: r ,> - ;, ~,., ,,y
,, + ~ ~i,,
 Declassified in Part -Sanitized
Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
: ,. Q~~,t~~?can off' ,~~a
~o~.l~~' hand~~ ~c ch~r~.~c ~hc p
'~~ ,~~~.n~a ~hA c;~an~~ an tk~~ ~,~,r~a
'~9x GA~I~ 1~~~~~1@z~ off' ah?~''~
~ha~c xo~ulatox, tl~? op~xa
" of a~~~adc a" ~,~ ~ll~~ f rc~m ~1~c
;~~,~' wYl~,ch ~~ri~ p~~rt~.cul~~' rau~ thc~~~c~'o~'c
d~~' 3
cnd of tha half ~ cy'ale r and c~
:natant of ~,~n~.~~.on to ~he~ the mo~ox~~
? ~ o~,se the vol'~~a~e apps-~,vd ~a
smoothly ~,ncr"casc; ox c~.ccx dez stood that
"~
ax:~mum . 1:t w:~~.l b e x' e ad~.ly' un
~'r~~om ~Gxo up to them , s~h,ax'~a?n~; xheae~e'~a
? does away' witY~ tl~e n?ed fox s
~x~d re~ulr~ta.on
sse-~ that axe a.ne:v'i'~able when
5 clama.nate;a the starta,n?~ to
end ~hti~
one ie used..
\ ~ t0 c~llathGr (fax
r ~ son tr~~sa.ta.on f rori~~ ane stake
~'he a~ ~.rp J a,r
cti~'a.r~~' passGS ovex ~'rorn the
Lance ~'r, om ~ tc~ 11., when the re
ine ~ ~ , elim~.nated
tee:" lead5~ are also cnta.~cly
intermediate ~,cad.s to thc~ 011 e motor tcx~minala
this case the valta~e at th
by ~z,id re~ulata.an~ xn .,,r . displaced
since a~n a,].ternat~n~ volt~,~~~c~
,. ~ ns v,nchanUed at '~~U ~~ '.d a.~e
z cmaa. ~ l~.ed to the rxa ~ >
of the half ~.periocl~y taa.J.l bE app
to thc; ~r~iddle fra;duallY
Go ~~rill be estal~la.shed~ ~~' r
the re~uJ.ata.0n ankle of ~ a.rov.r~d ?~o l~Ga ~
the aha,se~rF;~T~zlatox" contrallcr
t~arn'in}~ the handle o~ ~ ?~he erodes ~ or
e of
ralan~s the burn n~wt~.m
the ope7~atox' thexe~y p ~ e a ~?
., -" ~r~a,al f'~^ccluency, tra.~~he,uc asyrxchranaus mo~~ors ~'ecl b~~~ spJ.~.t-~ph~~so
r;onvcrte~^s, drive this c~c~uipmr:nt.
'The split-phase canvert~.r is a synchronaus ms,chine with twa
stator ~~~.nd~.n~;s, separatc,d by a phase ankle of q0a. (one of th.ESe
is called the motor winrlin~ and is connected on ?.20 V to the auxil~
iary tra,nsforr>~e.~~, ~praducin~ a puls~~tin~ cL~rr~ent of wh,s.ch the i nvcrse
(appouite) eoraponent is quenched by the ~la.mpz.n~; caa.l of the revolving
. .?~... ~ .~ afar,.. ,.-The other, or generator, winding, is c annectecJ.__~.~. one .end- to
__, .....
the intermediate lca.d. of the orator w~.ndin~;, while the rote,tive f'a.eld,
~.. e. the synchronous component of the pu,lsatin~'c~ux~rent, indices
in that ~enex~ator winding an ~.~~1.~. tk~at, scads ,the vol~a~e in the
rriotox^ winding by ~Oa. Appropriate r;hoice of the .coils in the
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~~n~~xa,~to~ w~,r~~;~n~ a~~ ~~ the ~~~ara darts A~ the ~~ata~~ w~.~a~~n~a pro~~t~e~
tY~a x~esu7.t tha~L thQ and ~.~ads cad tk~e rr~c~~ar w~,n~~r~~~ ~oxn~ ~ syr~~e~r~,o
system w~.th tl~e Necor~d. ~eac~ o~ ~Me ~cn?xa~~ax w~nc~~,n~ Qn~.~ undex
norma~.7.y? conriec~ed ~,oAC~ (blc~wexs and purr~ps)
T11e staxt~xi~; toxc~uG fax t1~e s~a~.~,~~~hase cpnver~ter~,s ob~~~,~ neck
b rann6cta,n~ :fit w;~th the moto~^ wz,nr~.a~r~~ tl~xou~,h ~ c;holce co~.1.~ and
Y
ti1~ ~~h thc; ~enc~ratox w ~nd~.n~ thxou~;h an gh~r~a.,cx~c; s~ stance ~ ~t the
same ta.rr~n, to accel.cr~atr starting,, the s~a:l.a.t~~.-hase convex~t~cx? a.s turalad
lti;r the contra, fEncra~Lor, wha.ch ~5 mounted an ~;k1e sa~nG shs~~t9 with
the ~cnez^a~Lox~ opera~Led r~s a moor by a s~ox~~~,o ba~~e~~1y~ ~1~ ~1~1.s
co:-1ba.n~~.d method off' sta~~t~.n~; the 5~a~.xtMpha~,e convextf~r, as wc].~. as
itr.; txensa.ta.on~ and ths,t o~ the control. t;~er~cr~~~ox^, to t~~e ri~r,~~~~ha,1
rr,~ime off' opcrat .on, a.s e;~'f ec~Lecl by con.p~.ctc:ly autoar~atic means
a~'ter the prover ~iuttan is pressed
Tkie aux~.lie,r~;y~ tr~ana~~ormer ~.ilcewa.se ~'erds the pr~.~r~ery wa.nc~in~;s
0:1.' the t~~arla~'orz~~cx :E'or exc~.tat~.on, and sul~~pJ. .cs cur:r.^c;r>~l; ~'or a.~;na.tin
thy: rnercury~c~rc rec;ti~~.ers anc~ the mEr~r.;ury ,L~wrtps,
A~,1 tk~e ~.netruments ghat ~.nd`~.e~~te; current, vo~,te.~e and poti~ler
a.n the ha.~~l~va~.~~ar~: ca.rcuit and the trac;tor~ r~~ato~?~s, tha cand~.ta.on
off' the ~cracuwn ~~.n 'L?ho tr~c:rcllry~~trc rect~.~:a.e~~, ctc,l, ~.re mounted, ~~n
patze~.s ~.n thy; c~.b
,:.~,
S~.rnpii~'~.ed d,i~.~rams o:~ air. ~w~.'~er cool~.n~ system ~'ar mprcury~
arc rect~~'~.e~ e~.eatr~c ~.ocomat~.ve,
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 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
r~'ho morouxy~are roc~~,~'~.~r ~~ coca~od tay ?~l~o 1~~~~a ~~~' a c~o~o~
a~rwcoa~~,n~ c,:l~~cl~.a~~.~an sy~~~m, off' wh~,oh a s~.an~a;l~f'~od d~a.~~r~m is
shown lay ~';~~uxa ~.~~ ~ ';L'h?1~ sys~Qm ac~a in ~h~ ~01.~,ow~.r~~ way;
The wa'~e~r hoa'Gad I~n rho ~acl.c~ off' rho rrlar~cuxy~a~~c xocti~'~,ax~
6 ;l.s c~o~.~,v~;rac~ by ~~hs ccn~r~.~'u~;~~. ~urn~s 7. and ~ ~Q ~thc rad~.a~or
sys~e;m ~, ~hrou;h which air ~a.s b7,own by a !:'any Thy wa.`l'rcr ~hEn rF?_
burns ~~o ~,r~a r~:~,~tz.~'~,cr ~ Tk.~e ~l~~c.r,nc~wrcr~ul.a~~a.n~'~ v~~~.vo ~a wh:}.ch au~a~
n~1Gl'~ica,1.J.y in~r~nsa.;f,a.~;s ar d~a.m~.ri~,.shes ~~xe; de~.].ve~~~,y. 01' w~~'~~;x~ ka~~~s ~~ha
'L~mpcx~a~Gure of 1;hc body a~' ~hc x~ccta.~'a,cz1 consi~a.n~~ To ~a~.vc ~,hc
sys~c'~u av~:rl.oa,d cry}~~:;ca.ty, i'~s 'thc:xc~~a1, ca.pac~.'ty ma,y be ar~i.~'~.c; al.l~r
xnc~ressad by incax~par,~~in~ ~hc r~aarvc w~1~E~r-~;a,a:alcs ~, ~'hc r?crc9u~^y
pump a~' ~thE rec~a.~~~.Er a.s ~coa~.ed by a s~~ecial sys'~o7'(1 using; a sxn,~l].
co~'r~~~?cs so~:~ cao~.a.r~ p~.a.n~ off' ?00 kca~.~h,aur capa,c~.~y.
Thy; to'~a,l dower af` '~ha a1~:~~.ia.ry ~~~achin~;a is ~.OU 1fV~~ ~tho
br~~akdawn caps, ci.~,~~ off' 'Lhe a~.1 ~~a:i.'trh a.s ~.~(~U~U ~~S~.V~~
r.~he pr:i.nai~~a.1. ~~ropor~a.a~~s af. '~l~e J.oramo~ive~ az~c a.s :Cn1.l.aws:
U~hce~. ~:armu].a 0~~~~.3~?U
'~a'~a.:l and adhesive wea.~;h~ x..32 ions
~xa.a load 2~ 'fans
~r~hec~. diametc r 1~22~ ~'~
Dne;~houa.~ ~aawcr ~~~~ I~-rr
Other-hauz? ~rac~.~.vU. ~~'~'orw~ .. J.)~2d0 k~
f~~ k~ hour
N~a,:r~.mum sued
Pl.an'~ 'r.cs~s showed. sd~~.S:~a,Ct,n~^y a~~ra~ian a~' a,~.~. ma,~.n a,l~.d
~a.uxa.J.:i.a.ry ec~u~.pmen~ ~ Subsaqurn~ ~es~w can ~h.e tes'~ ~ra.ck c~~' 'the
l~,owevcz^; clisc~.ased. a, nur?ber off: ~au~.'~s, es}~ecia,~.~.y ~.n ~l~c caal3.n{~
.,
y~~
C4'N,,
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 ~ Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
?~~,?
'~',f Cr1J~~ a.33
C.. ~,r:Le~ hasc ~O~c;y'cl.e e'1ec.~~~'ac; a.ocor~~a?~ ~vo w:Ie~h
corranu~a'L' ar rl~a~a~'
~~ ' ~ a.er ~~,c1cMl'l~~,sh~.ng, etc. ~^~o~k '~c~ cl~.rrl~.na~e
off' ~LY~~~.c r~l,crou~'y~a,.~c recta.. ~
sc de~'~;c~~, 7 is ~;t~.,~.:1. unr~.er way' at prescnt. '
~~he
,r ~~ .~~,~J~-~~~~~~~ ~.~ w ~ , ~~LC~~,~~~~~~ 1.~aca~~~~~~~~~~ ~~~~:~~~
~,pwGYCLL ~~ O (',
~0~~'11~'~~x~~l'a~i ~~~~rnL~~ ~ '~~~~~)
(~3u~.lt in X936)
. n ? ? ' ~vc Waco designed, ~oI' usE~ qn, the ~iU ~a.enw
'~'1?~a.s e~.ec~a~~.c localrtat~.
? :ice ,tianal].~ clif':f'ic~~].t ,~~rof.i~?e~ (c~ur~v~es
tk~ai Ra~.].way, w~a.ch r1as an e ~
21.i.(~ m axed grades a5 stee as ~ , ~i~) ~ and ~,t,5
a~' ra,d;~v.s dawn to
n with that off' the Cerr?an aingle~,pha,sc
des 1.~,~~n has muC~l ~.n comma
~. ~ on xeduccd. ~'regU.ency' (;~.6 2~~ c~rcl.es),
elec'r~r~.c ~.ocornata.ves runn~.n~,
^' ,~ x.33 is a, gen~:ra~. view of ~:'~.
~ :>rgu~
~h twoMa~~J.c '~rucl~s is_ driven key' twa coxra~
such aX~~ o~ ba
,. r, ~>r ~
r~~Itr~~~,~p,' rr~~1~ ~'~.4~g/J4~~~'?~~~~~~G?r~y~~!~~g{
~~ ~~nt"IP "Illn~t-,~(~+I~~~~r".r~~fl;~'iaY';1'tiYR~
,.
?(;~~,r i4 ~i d~~~ ~~'..~ ~ r y i ar r r Vr ~~ ~ ?~ ~h lti m Ar i ~~r. ~ d iPrFl r{Hl }~~~y:.
,, '' , ~ `'~ ~ ~,I,;pl ' ~~ ' Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012 1 ;: , ,
~ ~r ~~ ' ' ~~ . ,;
,~~~ rr .,: S_.._ .~:. ~, ., r u' ,~. .__ .:_~ .,... __.. _.... _. _._ _ __._ ~__.. _.. __. _.. _. _ _._ -_---. .. .._. .__._ _. .._ .. _.._ .__. l.~l .. r. ... ~~.. ,. ,. f_~ :!:'bl. .h. r.??~l?ry.4. V'6~%R.. ~. ,~u :I. tE~~a, ~~Fati i, `~~~~A
 Y~ 1 R ~ ~ Tc. ~ 6~ ~ i f~~; 1 ~'r,
~' ~ ~ ~ . a~
Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
r~ut~~-c~~wmat~~~~ ~.x~~r~:~~c~, ~~ w~,~.~, ~~ ~~ran ~x~aan ~~~.~,ur~ ~~~? c~~ ~Qt~
~~,~~Y~ v!' ~ ~~~.~ ~~' c~x~,v~~a
~~~ ~~~f~ r~`~,m; ~ coa^x~s~ap~dir~~r to ?n~~ a~" ~ia;c~n~m 1aGAr~tot~vo
~~~~~~ ~ c~u~~~~a~~~ ~~~r~n~;t~~ a.~~~o A, vo~.tar;~ 2~u V' ~~n~ ~ow~r :~~G~,~x
~?~~~' tlm~c~ 1f1ptQ~' ~GVG~.4~~~a ~ ona~haux~ ~aawax~ off, ?~,~ I~4+1 ~-n~1 a ~'p17t~.nuQU~
~Qwa.r (~?~ tea ~~ana r~'p,tn ~ 3 a~' 2?'~ k~a,
~~'~GU~J?~ ~' ].31~
Whoc~7. axla ~ra.t~l two r~ota~~
~,
+'~~u~~e 13~ ~. ] a ~x~a.z~h a:~ ~rha ~owrr d~ve~.o;~~er~ b~ alb n~~otors
01' the :lacurnotiva, as a ~unct9,an a;C ~.ocomo'~a..Tra S~eccl,
As hay a~.~~aady baen pointed out a.~t the ap~~'a~.r~.a~~c; ~l~~,co,
the ;~u,nc~carn~,ntaL di~'f.'icr~.ty in u~an~; ~a~c~'r~.e ~iri~.;~.c~-ph~.se corn-
muta'~or~irtota:r~ far' 1.acamati~vG txaatia~n is 'the e:~i~t~nce a~' a 1~?i.~h
t~a.ns~'axmex vol.tae, .'heir ,~oc~~zency i~ '~llrco t .men th4~t a~' x'ec~vCer1~-
' ~ a].e~7 r>latar'S.
~:reCjuCX1G~" ~.a.~ ~~~7 C;~' 1
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
20U
]CW
200Q
it~oo
1606
11.400
1200
100
pqU
6oU
1~0U
~~02~
:30 l~0 5~ 60 ?o ~U 4~
~pecd km f houx
~~'~; GU'~i,L ~.3~
~ -c rc7.G u~.r~~~:l.e?-phase e].ec'tz~a~c lacorllo~t~.'v'e,
Pawex^ c~~.~,~x~.m ~ or ~~ ~
? r~tn~r and. ~;e~'t .nrr u~'~dF;x ~aa~'3 2 ~ ane-hour
~, pawcr at s~La ~.
~. ~~ , load ],.a.ma?~ ; a,. 22~ ~ (rllcr~.raum vol'ta.~rc
power; ~ ~ con'L~.nu~~tia.s ~~owcx, r
~. ~r, ~eec'cr; b~ 2~~~ ~ (9~n~o of rn~x,i,mu~n
under load, a~ ?q KU' in con~tar,
j.c~].~.n~, Va~.~t~~~',C1'
- s a~ryk~,n~; cond.~.t~,ans (on the cammut~.~ax
'~o assuxe the sale p
? ~ the ma nc~~t~.c ~'~.u:~ off' 1~Yae m~~.n pole; c~~' a.
se~finents~ ~,~, s?ta~~~.n~,, ~ ~,uea
. ~ ~ e xeduced ~to abo~~~?t a ~k~ird off: ~.'~~ usual ors
~a~?c;~~Cle 7Cla~,a1 11~uSt b
,, ~? ~r ~~17E~ number o,~ pa~.es a,nd. subs~tan~tie.l~.~ ~"o~
'],'hj.S 7'CC~l1:l.xCS :LnCxgd~~,n?
? erm~n.a~.s ~ 1;n burn ?th~.s reduc~a.on
r.1uc~.n the va~,;ta~e a~ 'the motor ~
' ' ~.ncr. cas~:n~; curti~eri~t s?tren~~th, bu't ?th.s
off' ~~le val~tae rc,sul~s ~.n
r As ~ x~~u~.?t 'bd~h w~a.~;h~t and:
rec.~~ires len~'then~.n~ the commu~e,~o
? n~o?ta~~ axc cox~.~ ~.dere~a~.y ~rlcres:sed.,
d~.mens~.ans a~ the
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012 1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
X7.1, ~l~c~~~ ccr~N;~d~r~~~,on~a ~~,kar~ ~?~~~'Gho~y made i~ a~c~c~~~~r~
~~a d~.~~~~~bu~o ~~l~e; p7.annccl powcx Qvc~~ oi~h~ 7.14w~p~~ ano~Ar~~, w~,'~h
~uCCQ aa~.v8 ~.nc~.u~a.on Q~' ~wr~ rrto~l;~a~~s a.ri eaoh t~raup~
~'ho ~'a~.7.ow~,n~; '~~,b~e ~,0 g~,v'Q~ ~ ~cw comp~x~.~~,ve ~'~,guxe~ ~'or
two raa~l;ax~; 7.)"~.M~ao7.o ~U cyc7.c r~~Q~ox, ar~~l ~~~he 8~~~o~.e 7,6,b~~ cyc7.o
~ex~~,~;s pxadl~ce~l rlio'L?a~~ em~a:l~ayed on ~~l'ia~? xexr~an Ra:~7.ways~
Tndice,s 7,l~wpo~.e ~UWca~~,e ~-l~o~.e 7,b,6~a-cycle
mo~~ox arlo~r,ax
Conl~inuaus powex xa~in; ~,n l~W ~ 227 ~~~~
i~.p,m, (coxxespandin; 'Go "lU`/
oJ:" raaxir~~u~~n spccd) 1,~1~0 ].~?fiU
~'a~re;x pcx pa~.e ~ ~.n '1~'W 1b ~ 2 ~3 , ~.
^~e~.~;ht wa.~tih ~;c~~a~~ ~~~a.ve and
pxo~tc~c,~~ive c;a,sin~; ~ lcg 2300
~~~~U
~~L is c~,ea~~ fxora ~ha,s de,ts, '~ha~~ the ~,ggxem~t.~e wei~~hi~ a~' ~11e
eight motors f'ox the ~0-cyc~.e s~.ngle_plisse e].ec~xic loramo~a,ve is
more than ~U;~ h~.gl~rr than that a~' ~r~hc i'our rrtotors off' a~mas~, equiy
v~,~.~nt total po'wer' ~'ox the ~.b.bb~cycl.e moc~e~.~
`~lae toxau~ is txansmit'~ed ~'xara the sha~'~~ ~o~' earh motor to
~~,he coxxespantling driving axle by means off:' a sm~.l ~oai^wwheo~. a'~M
Cached to ~Lhe rrta~ox shy, and a la~xge ~;ax-whec~. stamped iri~o the
e~.on aced, hub a~' the driving wheel. 'the laxg~ wheel. h~.s ~~ ~feeth
g
and is en~agecl with ~~~~a smal~.er whe~~.s~ -each with ~.~ tc~cthe rhos
';N~ r to ,t~'' ~Vf1~?!~i~ ?,~1 { 1 ' ~".:,{ }I ~r~1,'AVtil~~n a re~If ~ 1~i~ lei i I R~~ ~~f~, fl,~~ Mti ti ~4~,7~}f 4, f~ia .cryy~ ii P~,~~i~ta}~rf}'4i(~y~fy, Ii~.U~,;y~ey b]y~~,"i k~"vt~t,~r%+ ?~l4 Adr ,~,X,q ~,~,y 61i'i
~.1~116AT+..'il. IU,~V, .r.,.N,!l~r ,t ~. ~.af~74,1i .,`.ai~Sd ~9fio~~~Ur..~.~+. ,. ~ ~~la
~ o;r~mcr Sri ~ . wct ~ ~ r~~; ur~a.t ar~d the
.. y ? .. n ~a~'o~'mcx s, ynca.udin~a; tl~e oxl p ,. ~.
~a~~r l ~,t Le,a. Lr~, r
ry ~~~'or .~hc ,~~~mo ~o~,~,x~ ~~.~C~
~,: ~ ,,,~n ~~r~a,ns:~'ormpr, wc~.~;h~ 7,70 1~~~;~
~u~a.la.~~ ,r ~~~ f ollowc that 3~~0~~ ls~;
,.,, ~~~ woL~.c~ ~rci~',h a~~out a1.~00 lc.
1~7 2U ~~V~.) ~
7.rfh~l~ d,.re savoy nn the tx~.lls~'ormEx~
of we ~~
~'lGt~~~ 13.7 '
'fir arrsf orm~x
3'57
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 ~1 c~l?m swa.~~c,z~la.a~~, meCpl~;~n~.srr.;
ar~l au;c:~~.a,~~rly ~~x^anal"raxrner;
a .arec~.sian re,~u,1.ator with va~ta~c da.~vidcx~;
Z
a cur.^en~twbx~c;a~cer xe~.ayanc3 :['a~.~~l curxen~t~?breakc~~~5,
a re~~ex?aex~~
a bx~a,l~in~ a~witch
Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~~he cam sw~.tch~.n~ mechan~.srn cons:i.sts a~' l~ st.~~ewcr~,m swa.tcthas,
,~ r 7 ,p1 ~'axY ~GY~e v~~J.~~~e cla.v~a.dax', tTtaa cwa.tches ~'cax~ aantraJ.
one e~.r,~.te~ ~.,w_tc,
~~nd ~Lhx^ee swa.tchos ~'aa^ ~Lhe coa:l.:i.n~t?-sy~~om b~.atrre:~~5e
cu~rcnt,
,~~.~. a~' these sw?i.trhes axle ac~tuateci by cs.m?da.sc;s at~klacY~ed to
:i. ;a~, shaf,t :I.acatE;cl ~n the m~.~ld7..e a~' the c~>xn mecha,ri~.sr~~,
thct vex ~ c
~'he bus bsxs a.r~c~ canrxacted at the ands u v wx.tYL tYte Gux'~'GntW
~.n ~w a~' the a~~~~~~,~~Y tx~ans;~a~~mer~ ~ 'the cv~rant ~5. cdnW.
d~.v~.d.Ln~ w~.ry:c~. ~, ..
r hus tray ~~~x~erxse ~~ ~~~~ w~a.~kl~ a~ tl~c~ s~.~~~~~eM~l~~sc~ ~~a~~~~~~
c~~;~.v~ c~~' xr~a~i7~a~, ~'~~~u~enay an ~ccaurarG a~ tl~e r~~A~car~ ;~s ~~m~s~
~.a I~ar~
rle:~. cc~~a errs~t~d by the ~.~~~~o~~?~ ?f '~.~~s tx9arrs~'axmex ~.ns~~~~M
cn~~.r y ~
k~G vQ~ts,~e ac~raduatt~d to r~he ~t~ry~~c;+k,~.or~ ~rc~r~ox~~, ~nc~ t1~clrAb~-' s,:l,; o
~.nr~ the s~ cad a~ tk~e ;J.~acomotivc, ~x~a ~~e~,~u~.a~~:c~ ~~Y
~LYie trac~~a.ve ~px cc ,~
c hey a~' ~, me c;b~a,r~a.ca].J.y !~c~anfl sy~sr~ena a~' Y~xec~.s~.an ~~e~~u:~s,'~~an,
aka ~
ha.ckl ~,s ~ ~.n the rna:i.n, ~.denta.ca~ war~,Y~ tY~:at used, on Garman san~,~.c~
w ,
. r ~ x~educcd~frac~ucr~cy e~ecta~a,c ~.acornata,v~ra, arrd ~?nc~.uc1c~s;
Yaha,sc
the stag.or~ary_..~on'~,.~c'~s?_.~~' t~:~e s~ra~:;~~;~~~~,~ch~;~...~~x~~ cannec:~r~cl_
..,,.r
,.,.:.,,..r.M .....,? .., ~..~ I
~ tl~.e to s oi' the ~ra.n tx~s,ns:('arrner .(see ca.xcl~~t d~a.a?rxarn ax' ]~'~:~uxc
o p
ble cant7.cts ~,rc corlrLactec~: ~,a the caxz~esporld~.n~;
x.36}, wh~.le tare mava
bus b~xs.
r, f .~!RwiN}r4 yhgg 4-,:~~;1, At1 ,,'i }'4ilryy{vl f ",. s~~n;a irk{ z...."i~.,y'r ~t,5~rr `..iii~t{!ti ~,~p'r~Ir 1, ~It.~:.~r~~ y ~1, ;~ ?isx 4!1~,;i^~k ,fie, y4{`n. i..,rlsLt~y ~L,t.F f:' tY f?, !;(i!tJ?~'rr lJl''u
{ ~ ..j~~'.,t., y.y), Il~..uln;! ,r kl yl 1. d fr~Y~ ~;,~ll.? !t. t~.Ei>f ~?r^,I I~'1' f v,'!Vt' `~:Rf211"rlpl?~r~~ f~~1~r"3!t~~,. t~~{t r..tfl. Yl ilOh i~~ "~^,a?~+~~7.1~': a,y~ ~ f~JrJ'):y( 1 Z~;r;~L~
,~: ,I,~,~} ~fi. 1tf~,li~tP~ S7C,~I~1ik,~5r('4 ?~II:. ~1~1,,,~,~, ,1~t i ~ Itpt'?.,~a,~r, `'h V,'1(t'r'. ~'"~;y o ~''! :!~ ,~.hl6Wy',i 91h r~4.,~rrd f~ ar 91.U~:i},^gr Ij, l.,~i~r.dlf,.r~:~,
~~, dC?,u?~ r~~ s~'~U:( ~'~ Yil' ~;.a;s ~ ,~$,!i,~~"l,~ ~lti;~ . i.cr 4,~h~'f~~EGji~ yt~: 1,,~4 iyi(Y. ;r .~o-~d ly~;~ru ~~. ~+j~~a~,+, ~X Sn u~,~y~,! Fs a~ 1:r'q~, ~et!~~
1'a, 11 ~~~ ~ iR,{ rt. of rid C. ,~ ti ~ ! f Y t r;a1yii~ 1 ~~: ~ ~~ , Mi~~Y.t I q ~, Jr~'k, 1~4 IIr &~ ; ~ ~' , , . Itr. f~ hW,". ~4 r r G t. a dl k ~ t' z
~" ~` ,, t.~ ,~~ : 1 f ~.l,i. {~~ ~ ,, !~~ ,tj . A. g} ; , A~ h ~c 1+j~~ j~rJ~lt'1'.':~~rl' 4 !'t ~,,t,?!',~~,' t?iY'.. ~I ~1 ''si "~ ,'i~ "t ~ir~ y, ~m#~ ~' 91 ~E ~'h,~l;t ~P h~ , ;~d : ~ ~ ~i'lia~ .~ +'~~.
~iifft~6 y~ ~! ~1 `!1 ~,, ra y, rl ~ril,~rr ~F , 'r, 4 ~~/f) r : .,1 l~f~, /~4 , t .'~. d~ a ~ ~I t ,{ ;t y,~t } . C;' ~r ~~; , r
' t t I FV+I $ ~ t! ,!~, J1 t s7 V If(;1 F+,Z'~"~ 7 6 rq sCl~ , 1~
i t "'l~I~fi`~t ~ V ~~v I I~ly rt ! y ~` ~F ~ S gg11~1 1 ~~ :Ir I I ' ~1~ ~t~G ~~~f' ~~ rl~~ ~ , .E':~A t~ ~~ ~r ~ d ~ J ^ r 111 ~ EJ
II
. dTo-Nrv~4dt~,i~+ ~tt,afxllir
~r
~~~~~1lCI jl'~w,,dli}FV41~jr~r4.~i'
h
m1X' D!~1
~~ Y~aP~fi~.
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'thatt~ ~'i
44I
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+
,ir;{;',.,. r r
~n , ,'c . ~~ ~ I ,Ir fP~ + e+~d'I >v , w~
?,~ t
;~y+! ~, t!~ Ih r., r, ~"~,,l~,' : f9 :d?G~`st+a ~V 1
"Y";P, i ,}4, !. d;,:, olr"~I , i~
$$ .. r~,~~~~,,~, V r-I'+ yu~ .,II.!i~rr,~, ~ N 'w Mu}1 ~,I~oi+fir ~ ?` ?al~~ ~Y~ ,~,. , C1r%f
t~ ~ ~'~8:,,~1~ IIII~Y:1~(I~M4+;111g7F~'~'~"u~~+
b'r~ t~4 1d! rlnj,yN, k dl, ? r E I t ..n; r 1 r }~,~~ ' ~~ t k:!7~t,'i~ !t~~ GIr7 '~il { i .Y~`, ?r,l'$r ; E tmti f 'idle ~~ ~+ ;~~ ~~'d Y ~,,' a u ~"d 1 t !Yl li K ,
y;~93CYR~$~+pr+;I;S~~;+~i,;~frhl~aiM1r !;E~:q+~i':~at~'~ic~n
the c~.r
nand af'~: (in ce~se a;f need~~ and, is ac{;u,~.ted by ~ a~ec7.~.
ma~~ax~Mr o
p~ncumatic relay. ti
e~~scr a:L~.ows th,e dircc'r7.o1~ off' the current ire "the t:~
~~1e rev
. ' ~,n~~s a:~ the tractar matars to be chan.~ed~ thereby
G~.~a~1aZ1 W.Lnd ~,
,~ 're;ctyarl a:f l.acarr~ot~.ve tr~.ve~.o '.l~L~,rna.n~; the ha~~,d1e
chan~in; the d~
. ~, ~~ ^ SWi~;GhCa aver ~'ouz? corzl;acts ~.n the ~xCj.tstion'cirw
a~.- ~,he....xevc,r,~e~ ,
.._ ......,_.._. __,_...__...__w.._i
....W . .._ ....
~~ .the traction motars~ A cy~.indc;r o~'~~ca~~~r~;ssed a x wa.
cu~.~s o~ ,
' M cantrolled valves is pravided for ec'~uetin~; the
tWa electr~-c~,lly .
a^evcxis~;~^~
rekin ~~ switch serves to swi~',ch the traction r~otora ovex
~,he b ~
' , e,ctior.~ regime to that n:~ bralc~.n~ .and is ~,~.l~ew~.sc~
~'s`om the ~roxk~.n~ (tr' ~
"' ~~'~ ; ~" Declassified in Part -Sanitized Co A roved for Release 2012J03/30 :CIA-RDP82-00039R000200150012-
,. " ,~ ,
~~ ~~Y pp
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~.c?~u~i~~~ pnauun~~~J.c~]?ly,
~ha pr~cies x~ca~;a~,a?~~an off' the va~,?~~~~~e de~~.vea^od ?~a ~h~ n~a?~~x~
~.~ ~'~'ec;~;ed a.u?~amat~,cal~.y w11~,~,e the c~pcr~?to~ ~s fi~u~n~,r~~ ?~l~e h~nd~
wl~ee7, off' ?the can~ro~.~.er b;; ~,~Qa~ 1.~ e, wh~,~a ha ~.~ sh~~'~;~.n~ ~'x~Am
onrJ ~aoe~.'t~.a~~ ~a ~no~hr~r~ .>~ux~~?n~. ~h~.s per~.od, :~~.xst~.y, ~11Q s?~a~?M
sw~.?tch in 'the motax aa,rcu~.t a~' ?~hQ ~,awer ?Lap a~' ?~ha ms?I~n ?~~a.n~~
former' ~.s apenEC~, s,xid it than maker con?~sc?t with ?the ~'a~.1.awir~~~ tap
w:tth l~i~;hea~ va~.tar;e, Second~.y, the yake off' tYlo prE~Gision reP~ula?~ar
~r~al~Ns~s a ~'u:1,7. '~u~^n snd ~,?~s ra.xban bxushas ~~uaaa,ss~.vcl.y make can~',~,c?~
with ?the cailec?tar p~.a?tes, ?tlaus ~rs,duaJ.~?y :I.eadin~ o~~,?t the x'csir'tance
a~' 'the va~.ta~;e d7.vi.dc,r~ ,~.s a resul.t, tl?~e vol'Ls,~re at the: tGrn~a.nals
~~,~ the e,~:ci'ts.?tion w~.nda.n~ s off' 'l~he alixi~,iary ?tr'ans~'ormc~r a.s ~~radua],l.y
incrca~sec~, causa.n~; a smaatr~ ~v'olta;:;e rise a~' 36 V a.?t the terminals
a~' the traction rr;otarti~ (during Eac}.~ ~Lurn of.' t,rie can?traller wheca.),
Gorrtact is e~~.ch 'time made a.nd broken at the carrespandin;f
s?ta.~G switches at the ~.n~tant when the caz'bari bi^ushes slida ovEx
'tie bz'os.d plates of the co].lec~~or', At 'the ~':i,nal (11~?th) spc-;od
,stake, ?the vol'ta~e a't the ?terminals of the rratar groups i,~ ~1~,a ~r
(at ~a l~V in the contact conductor, and idla.n~;),
Wh~;n th.e can?Lx^a~.lsx wheel. a.s turned in ~;he appo,s~.~,e d~,xect~.on,
the staF,e~sw~.tches br'ca,k a.nd make conts,rt ~.n ?Lhe ;i,^evex^se sequsr~cc~
'his mechanism and the mpt~?,ad of ra~;u~.atior~ w7.th it assure
.. .... - ......A
a ,;rs.dua~. growth 'or d.ec].ine in 'the ?tx?s,ct~.ve ~'arca and, ~.acamative
speed, wa.th na fax's or shacks whatevr'r,
Thy; 't~^s?c'tx.an ma~tara m~,,y ba cu?t' au?L x~s,pidly when necrsss.x'y)
by 'the c~x~c~~.it~brcaker relays in the circuitU off' the corresponding
mator~~,rau.~s, ~'he re~.ays are actuated by r~ress9.n~; a special cut
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
c~u~ '~au~~al~ on ~~,hq corl~xa~~,a~
~~.?n r?o~c~x'q are ~a~at~ctacl ~ra~~~ avo~9l.a~c~ b+ti~, ni~aci?m~~m-
~'he t~ac
~~ ., q cc~nr~~ct~~ w:~th ~~~~ ~e1;,c.x:l.ra~ tz~ans~axrn?x1q a~ ~ha
ou~'r. onto ~c~,~;y
,~~ ,, ra a~' ~r~sat;~on r~;otor's ~ ~'h~n a xga~ay ~q s,ctu~~c~~~
rq q'~~ G l,~vG xau~a ,
. , M ?~ c .x~c;ua.t~bx~o~~l~cx relay ~s oxc~,tGCa sn~ tY~a f~x1ou~
tl~e c;or rc;,~oncl~.~~~;
off' n~otax~~, ~.nv~~lvod .~i,s sx~~lt o~.~e
sa.on rc~;ulatox~ a.s ~,ti~otec~l,ac~ ~,~;a.ns't ovc;.r~.oac~s by'
'~'Y~e ~x~c~.
?he c,~.rcu.it off' ~thc vo~.t~~~eMc~~vidcx~ ,~r~~~a~,~
msx~,n~l~~niwcu~~x~~,r~~; re~.~~y a.n ~
. , ~ ~., exc~.~GrS the w?i.r~,,c3,a.ri~s of a, z~cil~ote a~.rcua.'~-brcak~r,
ta.on ofi tY~c ti clay
anc~ tY~e ma,~n c .rc;~r.tMb;r~cakcr a,s o~aenec~ a,n eonsequencr~
iz,c~~~.1;~breakEx is s11~~o o~aene~ wl~~era s~~zor~-~c~,t~r~u3.~s
.lie ~naa.n c
:Ct~ tha,s c~tise a mcxu~iwn~cu~~rer~t relay conr~~;r,'Lcd~
tca esr~~h t~,~~.e ~al.ace~
., ?ex~in~ curx~crrtwt~`ans~Corrne~~ is actu~~tcr~~
to the seconc~axy. o~ ~l~e x~iet F~
~~ : ~ ~ ~ ~ ~.s on the c~.re~7.l~.t a:C tree low-tension car~th ~eai.nda.n
Ih.~.s trans or~;~,r
off' ?t~ae ma~.n t~arl~a:~ormer~
, , ~ .'llTflD.t7.C bxakcs, ~l,he localt~~'Livr~ also ha~~ a mechs.nism
~csa.de5 ~.nc
.
~~;~ ir,..al b~~akx.n~;, quex~GY,~~.rl`; the bx~s.kia~~; enex~,~ a.r1 ~ e
e f'car elec
,. ' ~w~
~~
,~ r, ?e m~,cle ':ram can,atantan Cr~~.c;kel~ca~~~~c~~r allays E,~?~~
rheas'tats, 'the lat ter ~x ~,.
~,, ~.
,E~d..
,ted ~.n s ta~r~k an the rood off' ?the locomo~ta.vo bony. ~ ~~~,.
~~ales loci
;;l~~~
,,;;r
~~,
' ~~~ e~'~'ort ~.s ca~.cula~ted on the bas~.,y only j`~
~'he electra.c bx aka. ~~ ~:
~~~
~~~, ,
~~~0 key ~ancl s.ccarcl:~nEalY '`~~~ '
of the locamota.ve weight ~ wh~.ch a.rtlount,~ to ?~ ~ ~ ~~H
~~
~;ra
,,~,
,~
t~~is e~:~'o~~~~ is 1a.mited to L~,~OU kg at the c~ri.ver r7~m,
'~~
n~.
,:. ~ ~ s atcrrl is cm~~~.oyed to rer~uce ~tl~e weight ~~~~
,~ s~~e c ial b~ aka.n~ ;l ~ `~~~~
4,"~
~~ ~ _ ~ ? ' srr>,s ~,d equ~i~~ment.~ xt consists casen~ta.al~.y. ~F~
off' the br aka.ng mcclia.n~
sms,~.l 2~ ~'? ~2 s,rnpe~'e~haurs storage battexy"~ ,~~hour
a.n th ~ u ~ e o.~ ~.
~' ~ tl~e First ~;rau~ a:~ motoru (ml anc~ m~) on trsnW ,
da.schs,rge, to e~c~.te ,
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
on off' ?~~h~ ~,acama~~.va ~a ~tha ~a~^~k~,ra~ ~a~~ana ~ ~r~ ~~u~~ ~h~ ~n~~o~~
~~ ~~
m a sx~a?L~.r~~ ~, ~r~r~exm~axs, and d~v~lop~r~~ ~h~ ca~~c~k~ac~nd~n~~;
ml and ~~ p
ox~ bx~ak~,ra~r a~~'ax~, ~,~L ~h? Sarre ~~ana a~sa ~~,~pp~y rho roc~u.~.red
va~.ue ~ ~
pawex ~u s~?c~.~~ ohs ~^emaa,n;~n~' ~hrao ~rau~a~ p~' mo~ox~~~
o s~,x~~n rah off' ~~e cti~ca: ent thus ~:;pnsxa~~d by ~hr rao~ors~ end,
Th %
r ?~he x~e~ula~,~.on a~' the bralc~,n~~ e~'~;'~ax?~, ~ ~.n a?~u~a~~~ T~
ac cox d.~n~,ly~
~' ~ ef~'cc?~ed b v~.ry~.n~ (rc;c7uca,n~; or ~.ncxeasin~~~ ?Lhe x^c;~,a.s~ance ~:~~'
a.~ y
?t e rhLOS?~at~~~ ~r~ the axca,~t:~?tion ca.rc~u~`~ o!' ?~l~~e :~irs~ p~a.~ix off' z~io~a7,~r~
h
and a,l- a a.n ?~hat off` ?~hc; a~hc~x ?~hree ~'~'a1:~p~ a;~ mo?tors~
The ?~rs,ns~,~~i.an ~o e7,ec~~ra.c br~~l~a.ra~r is e~'~'er~~~ed very s~.rn~~a.y,
T~'ie o era~ax~ lca~ves ?l,he; i~evcrscr 9.n ?~he poai'~a.orl "I'ax^w~~l"ra~~~ and
p
ldc~~ ?~he hs.~ld con?~ra:ller wheel irr ?~he zEro posa.?~~ar,t, then r~Gave~a
p
?~he lever a~' the brak~.n~; shan't ~.n?~o ?~hc posa.~~~.an "~~'~,rs~~ ~S~I,a?~u
~,~ a resul~t ?Lhe groper s~~~.t~ch~.rl~ off' the ,1~r~.~-cha.n~ c~.rcl~a.t is ~u~ta-
ma?ta.cal~.~r e:j'~'ec~ed b~' 'thr he1.p of pnewtia'tic va:lvcs, rGl.sys and.
sw~.~Lchoe.
On ?tl~~e ~'~.rs~t sta~;~; o~ bra.k~.nU about ?twa-~h~.rd ~ a~' ~tk~e re~
? r . s~;~.ll remains a.n the stora~e~ba~~er~r circu~.?t a,nd a canes
sx.,.~~,aricc
s~.derable pc~,rt off' ?Lb.e 1~a~;~ter~, val~a~e ~s la~~?t In ~?the xheo~~ta't e
Consr uerl?t~.y ?thc strength o~ the c~ca.~ta't~.an current ~.a~ the w~.nd~.n~s
~.
.tY~e :~~.rs?t a:i,r a:~ ?trac~~.an ~mnt?~rys..,w~,~.l be rela~t~.ve~.y small. xt
a~' p
' be r~eadi.l ? unrlerstaad. th~.t under these cazrcl~.ta.an,s the ..ex~.tat~.on
w~.ll ~
off' the rema~.n~.n~; ma~tors will .also he re~;~a,t~.vely weak, and cansr~?
tine total braking current, or ~.n other' wards the braka.n~
quen?t~.~'
e~'~'ort, wa:.l,~. be in,~i.~;ni~'~.can.t,
~~hen the brak~.ng lever is ?then tti~rned to the secdnd and th~.rd
sta es and sa an, ?the ~~e,si~?~an,ce in the exci?te.ta.an circuit o~E the
~ ~ r
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
ar~d ~h~ ~x~~,~~~~ar~ ?~ ~~.~.
o~nx~ w~,l~ ~~x~du~~~~' ~a~~a
~~,~a~ A~ a xaau;~~ ~1~~ b
ma~~~"~ ~',xadu~~.~~' .
c~F ~ vx'~ 7 ~~~~ ~~~;~'~ ~~~
~hE br~l~~n~ cuxrer~~ ~~ ~r~M
~,~,~.o maximum ~~x~n~?~h a~
Thy ~~,~.aw
' .a ~~1 bQ~h ~hc ~~~~3 X'Q~tCYI~.I~,
~hc~ a~.n~ax~ ~a~ ~l~c~ ~nrlle~ex
a.nc~ica~~c~ 1~y ~
o ~,0 2a
~.~~
3a u.a ~a ba 7U ~a ~a
~~~ccl km~haux
cf`,~art
~p~,~,~rer~ off' bral~~.n~ ? ..
the "xcc~ 1 ,ne,~
~h nau~;a~+~G end ?~eG~i~~?ca1
e,rcc;~a~.ve brakan~ wlle? ba ~
Ta ~,reven~ ~ ~ ~ ~gov~,dad,
ncr~ ~~wa caa cu~.~ bxca~~'x"' aro ~~
a~c;ms a:re ol?cr~.Lin~ a~ a ~
Y
one f'nr eacY~ bralc~r~P: cy~, .ncJE,;r
lindcr exceeds 2 a~~m~, ?~1~e cad'; ....~
ress~'e in the c~ __.-~-~.,~.
When ~~l~e ~ ~ r ~,he ct~rren?~
. ~ ~ .. r-,~,ker 1S ac?~u~.~er~y ~.n~er~'u~'r~.n~,
res'poncl.an~; c~.rcu~~ l~r
~ui~4 'the syw~em ~~ ?~hen a.u?~a~
., c s'~ora~eM~a~~~ery exci.~e,~~an c,~.rc
~.n ~h
?y~ '~~ '~h~+ ?IJ.L V,L~~an J. ~~jJ.1~4 a~
? ~ ~ra.'~cherl over. From ?~hc: brake.
ma~~.ce.~.1.,~ ~.s on~~' ~c sa.
,. , ~h~s occ~''e, renewed b~c~.l~.ng
molar a~~rs,~.nr~. A:~~e~
w.
~,~,;~r~ ~ , ~ ;~ , ,`~ ? ~, ,` , . + ~ ' a ~, ~ , ~ ,,~u~ ' t , .,, `:~ Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012 1 ~?~'~';, ,.~~ G ., ,~'
 Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
s~~~~ whan ~l~e~ l~x~ak~x~~ 1QVer has 'boars plmcec~ ~Y~ ~h~ '" ~ar~o pas~,~~an"
~.~ur~a ~,~~ ~ivcs ~l~a ~,uxves A~ bra]4a.x~~ e~'~'ar~G fox a~aa~r~a
bx~alc~,n~ on a~:l s~~,x s~ta~,as as a func~~~ara u~ ~,ooome~t~vc~ speacl~ ~~~
w,i.].1. b~ : e?n ~'x,c~r~~ ~l~e d~,a~x1arn 'I~ha~ 'trio brska,n~ e~',~ax~~G is a~~a~r~vx~-
rria~te~~r un~.:~or~~~ 'th;~a~,~~h~au~~~ 'thy; en~t~.ra s~aa~1 range
'the orat~z?e aysaanbly of au~~.~.a.a:ry e~ti~3.x?nc~rrt ~,nd a~~~ax~~a,~Lus or;
'~ih~.S e~.~C'tr~.C ZOCaplt)~~iVC COSLS~.S~~ 0~'J
'Cwa een~tri~'u~a~. ~'sns ;Fax coo:L~.n~; ~tl~~ ~trs,c~ti t'~ri ar~o~tars; i~he~
have a CapaC'I.'ty a~' ,~a? c,ul~.c rn/second oi' air' u11dtx' ,~ pressura off'
16~ rl'trn a~' wa.~ez~. 'i'ach ~'an is dr~.v~n b;~ ~ s:~n}1:a'~Z~~ase sex~.i,es tna'k~ar
with a confi~inuaus power ra.ta.n~ ai' 20 Kw, 7.1,a.~ V, ,~0 cycl.cs~ 2~pQ0
r p~~a. One o:~ thc~se ri~a~ax^s ~s a~.sa used 'to drive a ~'an (w~.'t~h a
~,
cs.~aca.~~' a~ 2 cuba.c n~sGCOnd o:L' a~.x^ a.~, a. ~~rc~ssur'c off' ~,~ inm off' ws.~e:
:~'or~ coolin~,~ the main 'transformer.
~~~,ra fc,ns with ca~7ac~.~ty oi' ~ cub~.c m/wccand oi' ~~a.z' a~ s. px~ss-
sure of l~.Q mm of wader; bash a~' which sre dra.ven by a s'~.nrrla 1.3 KW,
app ~', ?Q00 r.p.rlr. D, C. ma'tar, ~hc opara~ian, af. the ~"arrs~ ~tl~e~ir
c~.rcui.~ scher~ie, as we].1. as 'Lhei.r ~~wi~c;~~in~; order i.,~ dr~~err~i.ned by'
w~re'tx~er the ].ocomo'tive a.s an ~rac't~.an az^ brs.k~.n~, ar~d b;y w1~,C~~hF~r ~.'~
xs sumrriez' ar win'tur.
.fin o~.lwpumpin~; un~.~t 'to c9.rcul,c,te 'tht; oa.:l. a.n 'f;)'~e ~rar~s~'orrner.
~:~ caz~LS~a.s'tr~ 09' a cen~tr~.fu~;a~. pt~~ap s,nd a si.n~~.cwphasc carldensC.r moor
wi~l~r con'ta.nuaus pawex' r~t,tin~ off' 2.~.~ I~r~ a~ ~2b ~ra~.~s, ~Q c~c:J.e,s~ X000
~' r p~m, Pump ca,paci~~' is ~OC1 ~.~,~te~+'w, per m~-nine ~ ~:~s ma~ar ~.~ au~ow
f
rna~ta.ca~.~.~' ~?'ncc~ an as sawn as ~.oad '~s app~.ied ~a ~thc rna~.n ~tr~.nsw
:farmer, the ~~rans:~orme~^ a~~.l is caa~,ed b;~ an air cao~.in~ s~s~em
,,
~~a~t~d. 1~n c~,x'r~r o~'~' 1~7~OQQ kcal.. off' h~a~t pcr+ hour
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
A ~w~ws~~.~~ cAm~a~c~~a~~ ~~~iv~x~,~~ ;~QQ o~i~b~,~ m,/k~QU~ a~' ~~r-,p~~~-
.Y ix ~~ ~ ~'~~~~ ~ax~~~~~~~ x~ur~~~~,~~~ ~~ ~~~ ~'~~~~~~, w~,~~l~ ?~~ mm ~~~~~~
~~~, ~
p`~ ,~~rna~a~~,~ur? a~' the ?u?~~~.c~~ ~ix~ '~1~~ ~uxr~~a ~,~ c~s,~,v~x~ ~~rAl~~~
,~'l~,'r~ ~Cld, ~ ,
~, . ~ a ~~~~nsm~,Ns~.~n b~' ~~ ~.~ K~I ra;~ti~.~~.c~r~ rrta~A~ ~pr~~~t~,z~~~ ~~ ~~0
a ~,aa~ ~d
~Q,~'~~ ~~ ~: C~G~a ~S~d ~,~jQ~ ~'~~a~~rllr,~ w~'.l~,~h ~,~ t~~'ri~t~ ~~ ~~~ ~~'~ ~Ia~+c~M
~ ~ ~ )
aGCaxcYl,n~x to ~~he pr,~~~asua^~ ~~~ ~7~~ ~~ain a~,~ ~^c~~~rva~a^~
raa ~ i c, ~,~.~.~'
A cu~~x~~aus~o,~~,c~e a^~,ct:~:G'~.c~^ to x~r{ct:l,~',Y sa.n~a,~-~h?~sr~ ~ux~rerlt
to 2l~wo].t ]J~ ~, f'ar ~'~~c~din~; ~h~~ ~.i~xY'~ti~~~> system, C;r,r1'L'~'~~. r;~~~~~^~~I~u
and ~l?~e stoxa e~ba?~~~e:r;~ chart~er~
~'^,ch c;ab has t~ra ~o~ K~~~7 e~,ec,tz~ir, s'Gov~.s~
~'he e1.ec~,~^~a.a hoa,~t~a.n~; ~~'s'~err~ off' ~~Y~e '~~a~,r~ a.s auZa~~l~,~c~ by ~Ghc~
~~O~vol'~ and 1800-vo:~t taps a:G' the trana~ormer~ tYlrou~rY~ ~a.ntcr~.oclcecY
~.
c1.ec~~ran~~a~ neta.c r~e~.a~~'s, The c~.ec;tric hea't~.n~; system a.s Y~ro~r,FSc'~`.~~
.f',rc;at~n shop^~t-~eircua.~s b~ ;~;~cc~.al rna~~a.rnum-rurr~en~t ;rP:l,7.,rs which when
,~~ ~~L'~c~ exc~.'~e a xeaTtote cascui't~b1^eaker, off' the ma,:i.n ,w~.tch and, c1,~.s~
ac,tiuc
ca~~,ncc~~ it,
~'i~uxe 1~0 shows ~rl~~; arrar~~Emc~r~t an tY:e ~.ac.orl~ca~l~a.ve o:(' thr
er~ta.re as5cnrb~.;y af' ~~ower ~~qua.prnent, a~'i~arat'us a.nd ~Irtc~rahar~.srris-
~l.s :f'ar r,~s c~~n ~~Er ~u~l~sed ~'x~ora the info"mat~,an ~aubl~..shr,d ~i.~h~ ~1~he
t~.~te ~.n the C~c~~raan techr~~.cal ~~?ess, al:l. '~Yle C~.aa.~~~s of ~~hr aes~.~r~er~
~,ia~~h with respec'~ '~o o~aerata.n~; a.nd~.ces ar~d t~ rel~.ab~.l.ity :i.xi the
' ment and. a axatus, were on the wh.o;l.e ~usti;~~.ed
work a~' al]. equa.p ~~
b the one-~~~ax tri.a.J. opc;x~~,ian- a~' the ~.ocomata~Ve~ ~Y1us can:~irm:~n~ _~ ...._
" ? .. .. ...,I rM
' ~ s .~.a.tab~.~.it far the a~erata.n~ conda.tions :i?nva~.vcd~
a.t ~ ~ t ~
Nev~rtheldss the raanatement at" the ~err~an ~ta.tc Y7,a~.~.ways av'o~.ded
' ~, derisa.an ox~ the sex^'i~s, ~roduc~~.an o:~ ~h~.s ~ac~raotive~
;r~~ka.n~ a ~ a.na
^ ~ ~,, ,uch a, deg;a.si.on to be pasa~.bl.e on~,~' a~'t~;:r~ ~iratracted
~onsa.dc;r~.n~, s
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
nd ~.~,sa ~~'~ar da~a~~~Lad. d~~~~a~~A~ic~~~~~r?a~r ~~~~~~t~~r a~~ 'Gl?x~ a~axa~
?~cra~~?an ~
'~~~~C~~ (Q1' ~h~s and. off' a~bhax~ a~~~ar~;,m~alira~, a~~c~xa,c
~~n~ c~l~a~aa~ arl
? , ~ iorrrtal~ ~r~r~uarrcy) ~ri~~ ~~ha dyri~~nom~~~t~r cap aspoa~.a1~
1aGOr~o~~. ras a~ r
~y Y~u~,~~ ~;'or ~h~.s p?uxlaaas ~,r1 ~1.9~~,
' e ~rn~~re~,?~s a~' ~Yis.Y unum ~~.mp1.,lc~~y wc; l~avc~ aml,~~c~c~
~~,'~hrau~h a.n ~h
. ~? ~';i.na oin`~~ From 'tile above do sca'~~~a~~,arr, ~~ ~a
~~.;~ off, ohs ciGtia~,~.s and p
' ~ ~ ' 1.?~ i;~a na~l,s the v~.,ry G~ansz.daxab~.e Gorn~~.s~~,.'~y ~.n 'i;hc
;~~~i17. noi; d:t.~'~':~.cu
' ~ wl~ Bch a.s a s~~1a~~~~~'u~'L? .a~ cl~.~sa~.lv~,n?Laz~c ~'ar
~:~cs~,~~n afi: ~i~~~s 1.ucorr~o~;a,vo~
? ~ ha,ri~: ~~s a ~.acarnota,vE, ~:~' we approach ?~hc, ?~~sk off` ap.
such a rt~ac
' 1 ~? i' s ~.ocoma~~.ve ~'~^orn ?~hi.~ paa.r.?~ o!: va,ctir, ?~k~la rc~r~c~~usioa~~ rrlay
praa.sa.n~ ~k a.
C See l!'i~;ur~: 11.~U on nc~.c'~ paF,e ~
i;h~~~ ?~he ro~a:l.err~ off' crea~irl~; a sa.ra~leApkr~,se, normal~~'~^o-'
be c1x~.~m p
uen,c elec~~r~.c ~,UOOma~ .ve ghat sa~~a.s:f'~.es a:l.l coni;ernporary opera...
~, y
re ua.x~cm~:n'ts ~,s sta.~.~ ~'~r ~'rora comple~c aoli~?~a.oxr+
~:~n,, ~.
,,,~ ,,w., ? ~~ r..'l~,:l~i~~~~~ ~0-C'~~G'l~l~ ~~~~~~C'~'1~1:C L~C~O~aCI~,C:C~ ~' (~rl~~i~M~LNY)
~.~~1 ~x7.~~ ~I71~,aL ~,
he ora.aa,ns.]. dasi~;n and, ?t~h.e pecu~.isra.~y af.' ~~hc ?~~~s,c:~Ea.ve-a~~eraM
'~~.es of ?Llr~~..s sir1~~;lewp~'~~~e~'i~riphase c1.ec~~r~.c ~,ocorao`~~.ve are
~?Lnkr q1~a~.~.
? dun _ a-Schon ?~r~,c~t~.an rao~ors ~.nsta~.J.er~ an .i.~
pr~.n~~~x a.~.y due ?~a Lhe S
. . , ~ re ncccss~~x"y ?ta arc~ua~.n~, or~ese~.~' ~'9.rs'~ va~,~h the pra.r~~
:L~ a.s ~here.~ o
? ^ ~ a anstruc~a.an anc~. opea~a?r~a,an off' ?~hese lr~a?~ars ro ?~h~r'ti the
c~.p~.e o~ ?Lhc c
............. ~- - ~ ~? ~ ' ~h rr~ust necesssr~.~.y
~'0:1.1.aw9.nE~ descra.p~~on a~' ?~~~~s l~~,c~r~a~av~~, w x~~__..~_4_..
~~ ma ~e~ mox'e e~.5~.1y unders~tiaod. The ~?tiu~~awSchon rno?~ar
be very bric.~ ~ Y
'.ndu~.;?~ian non-colr~?~ut~.?~or sin~~.c~phase compensa'~Ed
a.s s, normal. ~
y ?' much cxpi?ndcd space be~~~reen ~hc iron. l;n ~,h'is
mach~.r~c,, w.~`~h vary
r ~ e ?~he ord~.ns.ry razor, these ~s ~1.,5a a suppl.emeni;7.ry, sa
Wpac~ ~ be s~.c1
' termed~.s.te ratox. 'his ;is n~ountcd ~'reel.y on the con~non
ca;l,l,ed :~n
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
,. xaun ..,~% .. ~._~.k o~li ~.e. uiYn... ..~:::. .. ,., 1.tY ~...L. ,. v+,~'?. .. Eti.. Y.~ ..M +J ~d'.~.i~~ ? v~:~w F~4 ~.a ar,~,b ,.U X14 V 4'Y1. ~,.,.m.t. .. J., ..,ate .bnn. n':
~+'~.GUR~~ x.110
nd rncch~i~tisra on a~,rc'~x?c locomo~~.~'o
l~xx~n~em~n.?l~ o~ oc~u~.~atncn~ ~
r ~~ ~ c ~ ~~.~;h-vo].~o,~;c ~va~.~~o.rre wm%?~oxin~
~~ tr~c'~~.on motax~; ti~ ~an~aE,r~~ ~ ccha.,
. ?',?~ch~ ~. ~~r~.ns:Cormox~; f , c;am aw;~?~ch~.n~; m
,~~^~,n~~'oxmex; do m.~,~.n ~~ ~
.~ ~^ ~ h ~ con?~~?n~,~.er; j ? compx'r;~~~ax; m ~ com~
n~.sm; ~~ pxoc ,s~.on xc~u~.~. o ,
r ' n Y~x~.k~.n~; v~,~.trc; o - r/n~i.noman'
m~~?~~?tin~ rr;~is~~aY1cc; n~ xe~~.~1?~~. ~
{ di,?s~r~.hu?~~.on l~aorr~; q. carcasa off'
~~;~al~~.n caC~~; A, c~xcas;~ o~ bacl
^ b~awcx ?~o cook. ~~r~o~ax; s. b~.owox ~o
~; midd~.e d~.~?~:~~.b1~?~~.on ~oai d~ x ~ ~ r, off'
N f sw~~ch' ~', ca~c~?
{
~ ?~~~an~;f'oa~mex; ~~. o~.~. coa~.ex; u. bra. a.n~, ~
~ cook. ,.
,~ w ~ ;>rx xcs~xvc~~.^~ x~ ~.n~?~xurn~n~ ~ro,~ko~;
F f xon~~ d~.~?~~^ b~?G~.on bard, ti~ ~ ~
~'~ S~Ox~~~'. ~~~~~G~"~~
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~~n~~~~~E~ A~ ~~~ ~(t~~~~ x~~or~ ~~~
~h~~~ a,r~d 1,~ r~~~,p ~o ~o~~~~ ~~1~~p
o~.~afia~an ~Y~xou~h oo~~~~~ ~oo~ a^~~~~
~.~~ wir~c~~.ns xoeo~.~rr; '~he~;l~ o~ 1
~ ~~~,~ox ?~~ ~hA (ao~o~' h~~ ~ ~~r~~1?
from ~,he ~,~~ C ~~ ~?~~'ro ~ Tk~
~.~~ ~.s~~au~ o~ ~~.n~1~.~ha~e our~~on~;
l~aue w~ndir~,~~ wha.oh ~ece~.ve~
11~'~, ~~a,~~~ o~ ~;~~i~ ~GCOi1c,~~~' f W~,~1C1~,~1~~ A
a~ ~~~ va~.'~~ ~'xoz~ the ova ~. tZe ma~~~,n xo~c~x~,
, ~ ~1.so has ~, wi~~~~'~~n~r wa,n~irr~~, ~ ~
~l?~~; ~x^,~ns~ ormc~r, ~,nd ~. ~.r~~? wl~~oh
? on the ehs,~,'~,~ hay ~ ~x~~,~~haee w~,r~d. ~~
wha.ch is x~;,,~ra.c3ly moun~od
. ~ ~. .5 w~1.~Lh a s~G~1r~~ni; ~~7~eo~'I~a~~ '~11e
i~ conr~ec~~e,d ~hrou~rh con~ac~ r. n~~
,, .,,era~a.on o~ 'h~l'~e rrlo~or ,t;a ~~ ~o~.~ow~~
~)r~.S1C.L~.I.e a.L G~
.e c;oa'~cluc~~,acl ~o 'Ghe ~crtil.~.na~.4a o~ ~~he ?
The sa.n~;Ze~phasc ~vo7~~a~ ~ ~!
.r.~^n~,~,a,n~ ~~,e~,~l w1~aa,c1~ ~,s in(moba.;l.c ~.n
,~,sa'~ir,~~; ~~a.~,, a
a~L~~~ox crG~.~es a ~ o
' .
. ~ ~kae res~~~:~7n~ a~ ~ ~r~a~~11e~~~r, ~a.e~ s ~~
spsce, ~d may be xe~;~,rc~ec~ a ., the "!a
bu~~ in oA~~o,a I;tc ~
Ti~th the ;~szne speed, ~~~~.
~,n ~, 01. ~hc rev
i.f' a'L a cer~a: pos:~. ~a.o
intermediate ro'Lor ~ux~nN, {
e:l. ~~ tl'ie rota-~
, ~,
,,.. ~ e ~.~iven r~irec'~~~.on o,.' locor~lo'tive ~~~~ av ~ ~'~
~'~ha'~ ~,5, ~~ t~l ~ ~~
~,~IG-. rOt at J.OrI a:~ i'~~
,. ~ ' ~~ C~lroilOU,S w Ltl'l ;a.
Lion. o:C the in'~err(aeda.~te r otar ~~ syn ' ~ ~'~~,
o:l.u'~ions p%x' nla.nu' a ~'
~~ ' ' e~,de tk~e n~;~nb~;;r off' ~.~;~ rev ;.,
,rp,e~~.t, ~~. ) thf'n~ '~~~
~h~he se ~>.~~, ~,~,
' :E.'~eJ.d ths.t is xrot~t;~r~~ ~~`
~ ~~o '~h~: mara,~,t7.c `'
~j
w~.~.l be d,oub~.e yri'~h :re;~pec
t~~e in~r~~rse ~,ar:,n~;ta.c ,:
~,
. 'tc~ di.x^ec'~s.ol'~, or, as it is cs].~.cd,
:~. the op~o sn.
~' U of 'the 7.ntc~rmcd~.~.~~e rotor ~,s
~ie~.r1, ~~' at t1~9.s t~.nle the w~,nc~.I.nW
~~Ylc ;frequency (in cocnpar~.son with
shortened., thcl?i curren'Ls twice ?~ . c~,
' n~ucrr3 in ~.~ ,~yr '~h~~ invt;ree ~'.~el.
that oi' the net~raxk) ~ri~.:L be ~. ~'.te
. , ~ ~ wi].~. crea,~e a n~a.~netic ~'9.e~.d o:~1 oppose ,.. .
Tl~eae currents a.n tuxn r be compl.e'I'~c~.y
? 'verse ~'ieJ.c~, snd wild. conaequeni~~.~ ,
c~~.rcc't~.on to the :gin ~ the sin~;lF~?phase
. ra.r,1'~ire o ~,s a xr su~Lt, in. spate of
snn:~ha.lated in pr act on 'the rnair~
e sta~~or, tY~e ms,~,i~c,tic Meld wild.
input ~.nt a th
? ~~~onal Field, and ~ril7. cansegtixe1tly
wark~.n~) rotax^ as a purely ra ~a
~ 'ust as tr~ou~h
' ~ ~ .~ h~,se wind.in~;, J
' uce a tri~phase voltage n,~~ ~.ts ~r i p
:end
eceivir~~ a tri..ph~.s~ ~.n~ut.
the stato~w: were r
ti x Wi a. 4 Y U i b ~4U ~ v~h~' r ' art r: ~4 ~~ 1 U'~-,y` ~d7 4 ~ k' ~paiv, i ~.+~;
fm, ~~f r0~+, .. z~i k,~k~ndjr ! t k"~"~~la lrb Ilr.e~t~l..r ttw,.,, n Rau~~ ~~. ~h..
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 : CIA-RDP82 00039R000200150012-
iv}s ~~11
6 n{ F4 a ~~
'l~~ ~ i,
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-0003980002001500
Tr1uN '~l~e ~u~l~~ ~ ~chc~~ ~Aa~4~' ~,a ~~, ~~~~ 5~(l~ ~~n~o ~~~~ ~
pccu~.~~~ ~~~.n~~ af' phs,saMcanvor~~~r~
~,~ld:~~a.~an ~a ~h;1.s, a.~ ~~hc wa,nc~~.n~ off' ~h~ :~ra~a~^r~e:~~~~a ~A~a~~
~n
' s nc]Zronaus~.,y ~caa.~l~ 'the worYt~.n~; ,~'1.a:i,d~ ~.s e;xc~.'~cc1 U~, ~ ~ ~, ~
x 0'~a~~~t~ y
~~~ rotor w~.:l.:l Uc~.~~n ~~o per~'axm ~l~a ~:unc~.:l,an p;~' ~k~~ ~.ntiuc'~ca~
then ~l
~nr,hronaus rna~or, a'~ 'Lhe praper a~~^en~~,h a~' ~Ghe o~c~.'~~~,'L'~an
off' a ~.y
',?~ will sus~~sa in a 1,~.near currc~n~ ~.ri phs~sc~ wi~hrh ~l~o voJ,t~~;~ ~
r~urren~~~ ~
a ~ s ws.1.l Ue e~,ual to wtil~y; a.n case al' unc~cr-earc~.~r~~-ian,
~.~G~, GO
' ^rc;~x~ wi1.~, 1.a~~ 17eha.nd the vo1.~a~e, bud ~.~ aver-c~ci~ccl, ;l~
~l~Yi~s cup
wil]. ],cs,d ~rhe vral'k~ar;a
mh~.s ro er~;y off" ?Lhe r~~otar ~.s oi' eY~cecd~.n~;~.y great pa~acta.ca~.
p ~
~rapox1tance
7n the ~~irat p~.c,re, the ~'ttnc~sa~aental f'c~.ult rt' t1?~c, romrt~utator
.. r is ~,hus e1~.minated ~ the ].ow power ~'s,ctor s,t s?l~s.~y.~~.n~,, and
mo ~o
the reaul.?~~.n~, vol.ta~'e droYa at a.ts'~~erm~.na~.s~
T,n ~I;,hc ser~ond place, the ~x^o~aer :r~r;~~u~.a~ian o:E the s'~1^en~~?~h
. ' ^ ' -~nt can not only beep ~rYlc pourer ~'r~c~~ar (caa ~ )
of ?~he excita?L~.on cul x c
even achieve conrla.ti.on~~ under tahic~ th~.s value
at uz~zt~r, bud may
e ame ne ata.ve, or ~.n a~~her words the valt~,r,e at 'the ?Lc~x~r~~.na7.s
may U c ~
:the motaz^ w~.~.l actually ~.ncx~casr w~,th ~a.ncredsa.r~~ laad, Asa ... i
o~ ,~-
r ~ ~ ~ s?~ ?~ra electr~.c ~.ocomot .vee apex~a~~ed Uhl DC~ ar ~;r~.M
re~ult, ~.n cantx a
ase cuxrErlt an elc:ctr~zc locomot~.ve Vr~.tl1 ~~hc ~un~;s.~~chon mayor
ph ~
1
~,s no~L sensitive ~~o fluctuata.or~s off' vol~La~;e a.n thc~ con,duc"or.
In the th~.~d place the re~ulst~.ans af' the stxen~;~h off' ~~he
urrez7.ts off' ?~he ~.n~;ermed~.a~e ra?~ar m~.~e~s ~.~ pass~.~a~.e ~a
e~xc7:~a~ ion c
? e the ~,nduct~.ve va~.ta~e drop in the moor, s,ncl ~htis to
campen~sa~
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
t a~ ~~;~ 1a~~ canc~~`~~,v~~~, w1~~.~v ~h~,~ ;Y
pb~-a~n the m~.x~.r~um '~v~~u~ ~ v ~~:'~
raal ~~~,~ph~~~ mvtv~~ c~c;h t;~r~ra ~ ~~.
tA~'c~uv a,s 1~~%cdy ~ n tl~o r.ox~
,~`:.
~}
? , valt~,~e daps e.t ~,~~~ ~~exrn'~n~ls,
~~le ~r
~,~ unr~c~ verb' ~~x'aat-aver ~.v~d~ i~he
~~~, ~,5 a~' CQ1~'a~ tree th
a
' ,,
~o ~.~~~r~.tpd~ ~~ .~hc ~~~~ult v~
ua o~? a ~ur~~aw~~al~on lno~o~~ J,c~ ~~
tox~
a nd the xc,.~u~.tant ws~k~n~.n~ ~r~~ the ir~~~~~
the ahra~.c dro~a :~n vo~.te,~.,c~ ~ ~ re ~~h~
. ? ~' s is a:~ no pxact:I.c~~7~ :~n~~ox?~I~ncc si.n
ne~L~.c ;~a.eld, ~u'~ tll~. ' ~' onl;~
,, ~ .a ~~ul~'GCted ~l,o so ~~r~e~~t an averla~d, ~
lno'tox earl ncvcx I"~G ~ ~ ~ ~ en thc~ loco..
~~c~;e~~ the 1 ~ra~t y o~ a~~heaign bt~~, ~wc
bG~;~,use :~.t wou:ld e ~~.n to s~.~~p~
r ~ the :~^a~~.].s~ and the t~1h~:c~l~ wo~~1,d bot;
rnota.Ve ~w~ec~.,~ grad ? he irl~c;har~l,csa;1.
. .,, ~,t ~ti17. r~,~.nE~r~a~ ~'xonl ov~.~~,^~la~,d tp ~
tl'le z?ator is tl~e~'cby ela.ma.nated ~ ~
and e;l.cct~'a.ca~ ~,e.xt off'
.~ r 1 CP ?;yCrpn lllgtq~' G1~'/ clTl a.nctucta.on mal~or~
The sa.nE~,lc??~)haac, ~'41n~,c.
~^ ~.r~:Y to ?l~he numbr;r' off' ~.t
~:~ shunt clle,ractez~.i.c~t~.c, ~r1d, acc,o,t, d ~,
h~~J
' e~ s oed~ 1k7o~^covr~~ s~~
~~:~ .`~ OI'1,G 51.nt~'~?C ]11pS'~ ~Cpnf)Ill:1.C~1 runna.n~, ~,.
7)OIG~s, Ala
? ? ?n s ~nrhxor~ous, 'L'he ms,rhin~: ~'urlc~tinrl.s ~.s
xotata.ve speeds alowcx ~~lla y
s hi.~~~1ex~ tl,~,a,ra synrr~~anous a,~t wUrks s.s ~~
a motox, wh~,1e at spE,ed ~ ~ ., : ,~ to the:
~.rl the :l.at'~ex c~,s~ ~~hc cux~~en~~ d~;7_a.v~:~ E.r
~r~ne~'s,tox, wha.].e
' u~.~>;t ~oY'~ o~ t~~e strength o~ the
~r ~~] ~,~"le r~l1,~Qm~,t~.C xGrr
~~ netWOxk~ awi.rx,,. ,
' Cq s ~ a. ~ e (~Ll~l
.. ~ ,~ , ~ .ynt w~~.l bc; puxel~~ act;~v~: ~ :r. ~ e ~ ~
ex.ra.La,ta.an c,~tr'x~~ ,
!,
~:` ~~ ~ tale rnac.h'Ln4 exam the r~otox ~~,o thy.
~~'~~~ to una.t~'~ ~~'he txarl~ Lta.ran o
r~ ~.utprtl~~t~.C w~.thnut
~ r~' ~,nd vase v ~~a a.s thus cn'L~i ~ y ~
c~,x~~'
~~~, ~eneratnx ~e~,a.lne
,~; _ ... ,, . ~ e p ers,~ox~ ~Yld w~thou'~ the use o~ ar~~' su ?'~ ~.
~`~ and ~pax~a.c?>"pata.on o~ ~h P ,.~ ,, ,
~'', .tus. When ~'or .~.;?~sts,l~c~~, ~t~he txaa.~ oe~a.ns
~; plemrnt~x'~ dcv~.ces ox' ~,ppars
~,;
~~~ .~rle o ~;~^ator changes ovcx ~'x~on,, c, k~~ cx
~~ ~?~'adG; cox ~
t?
~q ~x~veL pT1 ~ gWni~, ~
~'' ' ns~~e,nce nn ar, xiv~.~. at a s~~~,~~io~s, the., .
~.eed ~'or a.
~~~ speed to alowex sp ~
cxi'oxm
be ~9.n to o~~,z"~.~e r~.s F,eneratoxs and p?
~~' ~ ~~~c~.ll ~
,"~~; en~~,nes automa ~'
.,, ~ tr~,~.n k~e~;~.ns ~o rrlovc on a, ~.cvc~.
n.erat~.ve b~^s,k~.n~~ ~,nd when tl~
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
.< ua~~ ~ ~~~~ Qr w~,'~~1 ~~.~~~~~~~~.~~~ ~h~ m~,~~~~~a
?irr.~~lc ~,~P~;~n~ ~,~ ~~u.4~,~~~~, ~ ~
a~~a~n p
~'1.~~.1.1,Y, ~Y~~ mc.~~cx
~~1~ ~a~h~~~ ~u~1~ X~t,~~q~~ ~~~ rt~T~,~l~ ~~~~1?l.Y~~~r~~~ ~~x~~
~~~ra:h~,~~h or ~,r~~ c~,~c~ri~ ~r~
,r: ~ 1L ~.o~~a~~at,trvU ~.~~ f.~v~~?~~,o~a, ~~ch a~' , ~,~~ ~'cM~ 7~?L"
~Yi~a~~ ,~~~a~ax ~ ~ ~.~ ~Y
.'r n~' ~~~a~ax~~ c~~n~.~~sl~~~.~1~ a~ ~r~~ raan,~~ 29Yr~;~
~,~a a.~ dx~.v~n 1~~` Qn~ ~~~
orle ~~;r~.-,~Y~.asc (~ ~,~~uxe; ;1.~ i:l.~
,~r~d
,a ~ , ~ ~' c~]. rac~~i~:~i.l~v c,~;f' ~ti~~G1?+ ~ rr;oil;Yaa.z~a~L,t,~,,r~ r.,~' r~lo'~c~r~ ~,a
I'Y~G Y,~~,~,t~a.
;i.:l.~.~~u ~h~: ~~rra~aul?~~r~ c~~~~~~~>.~~,rt~, 1tl~Z~a.~~tii r~'
i~ tc~.kt,w a.~ ~,,a~,s~.Y~7.~ ~,a u~
~' ~J'Y'1'~.~C ~~~ ~,~'1~ a;~~(Ii~r ~1111E; ~S"C'-r~1''U~~.~1~ 'i',~1~ S~.r1~~;. C.
'~,~1~ '~;k'7,wph~~~; 11~tQ'~~
~a?ec~r~~~'' .~:.~4~~~~~~a,r~s ~~ ~~~ ~c~~L~~~11c~~9 w~t~1~ ~~1ra.~
~~~ "~1~~,~~ ~~~,ac~ a.rr the ~F~ow~~~ I71,sn~ p~.an~ o~ ~t,hr~
c~. ~ma.riatES ~i;i'le ~~~ost vuln~~x~ ~
,~ ~ ~ ~? ~ sc e1r~c~~,ra.c ~rc;n7ito~G~:t,~cre, nr~r-~cly ~~~lc~ cornmu~~.~ox~
~.~r~,;,~e ~~)Za
.~ a ~ r~ w'~'hcn ~r~~-~k,u~' ~.~)~cw~.s~ so~,vr~,~9 ;r,~~~}~cx a~.zn~~~~.;,~
~')'!~ U,~k q~ '~~i1r ~,1111~~r~ -~
~~ ? ~.~~rui~~> ~~n~ px~cvr~n~rir.,n off' wh.ch
end xe:l. .ab7,;~, ~l?,Y~E] pr'cb~.eCl1 a~' ,,~l~o~~ ~~ ~
~~ , , , ~, ' - c~ co~ad~.~~~,r~n ~ ~ F3~'
,~ ~,cc~].1. :LTi1~a4yS~.l~~.r, urlr~Wx arcla.r~r~xy apcx~~,~~a.rrr~,
~' ,t~~ cho .cc o~ ~l~l~~r. v~~.:luos ~'ox~ t,nc rn~.~;nc,~ic~ zryeM
means off, tl~,c Ih ve~~t~,c~~~.y ~xs.n~s~
car~s~ Tha 1~~~hMt~zxs~.ar~ w~,n~~rn~ hss ~wc~ taps, ~ ~~aur~c~ tap ~r~d a
~f~~I~V tsp ~ ~'ha sacar~dary w~n~a.rr~~ has th~ae taps, ~~~ U' f'o~ ~ssd~~~
fi-hs su;x~,~~.sx~ r~a?~ors, ~~a V' ~'ar ?~hs ~~xsc?~~.on nra?~axs end txs,:~n hcat~
~n~; systara, anc~ ~qqQ V ~'ax the sccorrd Ista.ae a~' thl~a l~cata.na~ '~ha
txar,s~'or~m~;r a.s a:LlMaaa~.ed, the o.~.~ a.s c~.rcul.nt{d by rr~ pu~r~ dx;iven
~?,y a xe~uls~.arr ~~latax afi' ~2Q V. The cc~nta.nuaus pawcr ~~at~,n~ ofi the
tx~a,ns~'ormex, w~.tl~a the ~,aad a~' the traGt~~an rna~~a~~s, a:,s ~~C~U ICVA,
whtalra correspar>,ds to a rurr~ar~t strcn~;th an the ha.~fh tens~.an side
o:t' 97. ~ A, ~n wi.ntc~r, ~0~? r;~r a.s a.Ff'?~ aver fax hearta,n~r ptr.rposc~ 5
The ~iguic~ rhoastat is ona a~' the ~.mpor~ka,nt el.ernenta o:~ the
~.ocamota.ve equipment, Ta s~,mp~.:i~'y the scheme af' the circ~x~ ts,
I
F,vrc}~r oi" the E~ tracta.ar~ rtlo~tars~ is prov~.ded w~.tri its individual rhe-
as~k~~t~ qne a:~ ~~~nc~ra .s shown a.n T~'a.,~ure a.~~,~, xt d~.:C~ers 'ram the
l.q~aid rheasta:ts used on ~~he~ ~tali~an tra.-pharse electric ].ocornotivc
a,nd, alsa ~ror~ thaw a~' tl~c Amen. can anc~ IItiu74~rian sp~.i,IWcar~ver?h,er
phase; electric lacomatives, b;~~ t;hc Fact th~~~L, besides th:e ~~hr~,e
stat7.anar~ elpctrad.s, i.t ha,s s.lso three rata,?~in~r elects?ad~se
~~11e xheosta.ts arc subd.~ivi.ded a.nto two ~roupu, each pJ.,~:ced in
a se:p~~.ra,te ch,bcr. arre ~;raup serves the ~'aur. sin~le~phase snata~^s
w~aile the ath~:r se~~vcs the l~` tri~phase motars, Thus each ~;ra~l:p has
e
~.~ rta~~ians.r~t c~nd l2 mavc~ablc e].ectrac~,1 The elcctrods arc, o:f' helm
~..a
cad. Farm, and the s?~at~:or~~:ry anal are bathet~. by a: l`~ ~~r~,tcx~_.solut~on
o:C pata,sium bichroma,t~
The design af' ?rhe xheastat and. ~~he shape a~', the e~.ectrad~ as-~
~ur~c~s a rapid and. a?~ ~~he same .time smoa~h pxac~ss a~' variatian. in
the circuit resistance, a uni~'arm denuit;~ af' the curxent an alb.
~l~ctrade sur~'~,c~s as weJ.~: as ~.Is cnn?~inuit~r~ and, f~.na~.ly requas~s
.4.. at w^-, s. rc,,, Frl :'rt?,, x-Y".pr1tr Ir. S's::t'" x I1 !. I'tRr rd:., r ! ~/': ,,.,1 ~I r, ra +rl rxa! I '.;t (at:..: 'Rr, 7C~' ( ta'Fa.Y r,?
f#1. I,y,~l,~'~1 Ifl?r, .t, , ,}.~1 2:Y. A ,.o 1:dy r / r,.:},~I - 4..:,i V.i r Ti I~t .!`C ~:. y~,~1~~.r! ~?t~;;, ^'q~ r~ I1 J4nl.;ilw ; r~kk, ,. j I {11 (f,V.cf., ! ty),-e '~ r. d,v. 31 ~1 1!'.131`;
,~. ~~~ ~, . 1. ~ 4,,. l,J,~7' I} ~tg , .,,~ ` ~,N,?r? gSaraPq I , ~;.::1 g I r~:r,{Iv.}~Frr~ 1;,,6Ka rp ~f ,,,nyl.~? ~~ r :t, v. tC. w.. ~ i'h[t,;~, II.'(:.t.,,. ~ tY,Y..w,l? ,. )6'i..., d .. h.ls
r ~I~-; ''' rr, y'~dad~r :ray 64,..1~r,n,,~YJ{,.,~.11, Y ,{'"~ re fir: It.Na uxn~[:r k v~,y,J91.,, t,. ,~1:~ l,olY,Rr.z,l rP ,.I+~ a4,!:,~ 19. ,;t!1> ~,I ,my~+. P,.;,C~.r,
-Ir it.t~,a. ,~l7.fE ., r 4 .:.~??t ... P` '~ !!pa ~~ la',IdnN: all ,+,,,..lr.. r ~;U ,r c.]~o..4: ~? ~ I!.p: al, ~ C..;~1~r ~i ?1;1:{1 ;.fi;.. 1h rl'....;l..Y ,1.ISI~`.:~i,tn a .I..,...
,~1>~flS.~l~:,~~ S`tird~,.~rrAfrt,,,,u,1rr'~!, ! r:Y~?.,1Y.{.1 r.r?rr..,t,?FfS..,tl,lq~,, Sg.~~'., ~::1:,.,rt t..,~ J? , .. ,r,, ?. ~L ; :,I'~r.,, u[ ~ r~4r1 , ~o ~ I, YIFI ,i,lr;.~,a ~, r}I.~I,f, ir, I i~~t, ~ ~ ,J ~ )~ J f{:S;:6a 114 ~.1? I . , r: f , t. ~;~:"k a ~I)+i!rPd4r FGL ' a
,T { ~ "~J ~)~;r. 1,,,df ,~}a, ,lq ~I ~~~4;It , . ~1 h{ +, y~~!'r t Fd 1 J~C. ~~ll.. 1~~ I ~~t ~t~'at,{~ji?I.:~lu~ }r~:, Y`~~^s I .,rtil~P ,li,'r.5 11~{t,ri., 7a 4~dr lrr~ ; ~r~l" M~;'.
~', :. r..nhi F .~a'.V; ,,F1.AA. 14: ! S'r.?. h~f~'~,E!t ~,i .E?,fal~orl , ~1~r.;t!I ni;V,'h?nr~ (,.. ~.MIr:, ?yP'r I{ prr "if:~eh V ~i~l'.'.kr~:f, i~" 91 .y,tlrr ' !!.. 1 ~l'~r1[,. t;~M~ 1412rr 1l!~.,.1~,..,
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rl. ~ t,.,tq, ,,~, n, ~s?~ ~~ ~r r ;r, 1 r I y dt~j ?:n. .4t1 ~ ?^ ,C, u . ' 1, n, a., r.,ll n~.r:~,a~a ~~( a~, r ~ I~ Ps', i~ dt`
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`.i.,: + ,t9 Ve.". 7 di 'frr., }: . ! 1~? iV~! ,1 1: ,, 1.1 :I ~, I ",61',. : 1' .: ~& ..~ t 9~f, ,1.,.. 1, ,...,1~ ..lY.:. ,Q:,,f , f rc?, .r ~1 ,F.., ea P ..1~.:. ..
INh4r,:... .rq ..t L,1.1_r 1. a ~~ P f~d"?1 .. `~~,:~ t~l} 7~: t ~ ,~,a,.~: ald~ tl: ~.., I.~ ,..
,.. f ~: N`f.J{.. - ~' V~, r t~:. ~4. " {,,y~~ o q ~ :! b , IdrY>) t,f r.. II B 71. !}I,:: al I, t1 :. ~ ~.',: , ,
ala if r ,.~'..r?. J1 ?Irh 1,. .r ~:,., S'I"', d'~,~,., ~'.!~~~N r-3iYf.d:~~...F~.enr,~ra..,:.,,fk~~t~.Sr7e~,~.,.:Jan~~~~~,~.SB~;tylkln ~~t,'fif?rr.ec'~ed r~iator ~axo'u~as when chanb~.n~ `i~~
;i.'r~. ~,he power c; .x c;u9.?~s a!' thr: c ,,F,~
,, ~ rr~ has tk~x~ep con~ac'~ l~',~~.;~
e ?Lo ~r~o~,hF;r, ~.nd ac~,ox ,~:~nr, ?Y ,~,~~~
over' ;f~ om axle s~a~; ti
dx~.VC-' :t.'~ e The ~x~n"~.~' ';~~~"
~,,,,~
~:,,
o$~,'~~.ons~ 1~ ~.10~~ sh~ln~ ma~~or ~s u5ec~ ' a ~ F,~~~I
~ Gne:Cal ~"
~~
~'= lure ll.~l~ rives a. ~~
use ?~s.kes U~~ seca~~dr~ ~-~ ~
1e~1 by ?~ht~ ",;'
' ani~ral
a~' ?~~iF, krv.ur The mayor '~h~.~t r~~.?v~;s i~ ;i.s c .
s~~~~
View c;
n,
,~.n can~raller, a,nd b;r the lc~w~u~ can'~ral~ ~~r~
nr?t~roller o;~ the ma ~~"~~
i,11~,5'~~;r C ~ ~~p~
. ,~"
~ur,ren?~ ~.n ~~~,e ?~xi~phawe ca.rcu.a.~ts of ?~he k~v?uA
newhati~ c,
~,er ~ Thy a
e d, ~.?~ ~ Wea.~h?~ ~ coun'~ i.n~
an the bus bsr~; a.s only' 3C~U A, ti~ha.ch ~~i.Wl.aw ~~
enc~
. , c~.~~cu.~ ~o be seduced ?to 60~ k~? ,
'?~~re c~r~.'ve ~nc~..cannec?~~.n~ ~;
' ?~ex er~arms ~n a.mpar~an?~ :Cunctian a.n the
'i'he converter-exc. ~
ds the ~.r~l?~ermeda.~?~~ radar s,nr~ ~h.e
lacnma~;~.ve a.r.>,s?~~,lls.~~.anr 1~ ~'ee
U, l?~s c1x:~v~.n mo?~ar, also acrvc~s s.s s.n
c ar>,~r of c ~.r cu.a.?~ ~ w~.?~h ~
~.?~~ hs,sc convc~~^~er) ~'ar ~eedin~ the ~'
~rnawra~s.xy~conver?~er (s~~
. ^~.~ tease c~u^ren~9 s,nd also ~'ar s?~ar~~.n~
s,~.x~.l~.sx~' equi~men~, with ~~ ~ ~ ,
n Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-0003980002001500
mc~~ax ~~d ~~e~~~.~~ ~,~ xur~n~.x~~, w~a~
cQr~~x?~'l,~x ~~ ~~ ~Y~~ u~x~4 ~~~~~,~~.pn~
~Yaa 1~~x~c~tlw~i~~~ ?~ ~LhQ
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
Tha G~~~t~t:l,oz~ a~' the ~.ntc?rniew~~ats roto~^ xoc~u;~r~as, ~c~x onpW
faux pc~w~=~'~ a'I~ou~~ ~, ~~~ o~ the ~Ga~~a~ pawsx ~ovc~.opoc~~ ox 3~ I~W~
~'ha aan?~x^ca~, ~fanc~x~;~?~rax dc~v~~.ops a msxamum a~' ~ I~1~ Tha ~o~~a~ ~^aw
~u~rer~ powax off' the rr~otax~ a~ tY1e xotatry co~~vextEr thus ~rmounta
'Lo alaaut ~~ Y~r~~ T.n ~,ts cs.ps.a~ty as a s;a~.~.t phasc~convo~^~~r, ~h~
-rrcators 'tY~at, dx:~ve the b~.awcrs, }aurrips (z~.r arrd wa~t,ex) arrd tl~e con
vcr?t~r?xe;~ulatar of the ?~rs,rt?ive: fiarce; at start~.n~; the ~.nte;x~rue-
`~a.~~?ter xatar, th.c sp~,~,t~phasewconvcrter when the auxa.].~.axy a~o?l~ora
care turned of ~') dela.vGrs the third phase to the ~'au~~ sa rr ~7.e-phase
tract~an mo~l~ars~
To ~rnprove the qualita.es of the motor as a splatMphase
convc;rter, the tr:~~phas~; wa.nd:i.n~~ a~' a.t,~, st~~.tor, and a~.so the w~.nd~
a.na off' the star, are made Frith vcx1y x.ns].~ni.:~icsn?t ohma.c res~.st-
anr;e and ].e~,ka~;e, T}~e mo~i;ar accard~.n~l.y possesses ~. ~vcr;~ ~.ncon~
sidcx~able starting tar~ueo ~~ar tl?r.~.s res,son a.?t mu,st :drat be brought
up to the prGdeter~mined. ro+~ative sp~~~~d befare the ~.a~ad can be can
nc~ cted up w~.th it o I~'or 'this purpo sc, the can?~ro~. generator :i.s used.
as a starting motor, and ~. a provided wa~tlr a special. stax?~t~.n~,.; w:i.nd
].T1 a;
;~u.z~~ng the star~tin~~ period, ~th.i.s ~encr~ator ~.;~ operated as
arr A , C, scr~.es rnator ~~rarn the 23~ V tap off' the tz^ans~"ormor second
ar connect~.n~ up the s~tartin~ r~,sistsazce ~ TYIe entire starting
Y~
pi^a ce; s?s srrd . the ~- ~w?~,o~r~,n~~s._.~.r,,r~~ ~ ~.~U i?~ aro e~'~'r c;tod, sutama?t ca1M
. ~.,,.
~y bar 'the corresponda.n~ rel,a~s, .
~'he contro~.lex~ are- in mare ways similar to those ercrp~.o~ed. an
l6 ~~6~cyc~.e sin~;le~ph7.se electx~.c ~.acamotives, ~.n additional eJ.e~
men?~ ~.s the starting lever b~ wh~.ch. ~~he converter-exc~.ter and the
~.ntrrme~ia?~e ra~o~~ a,ra started. 'the sta,rt~.n~ sever arrd the hand~?
wl~,ee~. off" thc~ cc~n?~ra:~~.er ara sn in~tar~.ackerY as ~a m~ka erraneaus
~,
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-0003980002001500
~tir~,~oh~n~ ~mpas ~~,la~,e
~? ~and~,e p:f;' fi,}~a ~ryev'~a^ ae~' ~s ~aermane~l~^ at~aahed~ w~,~,al.e the
Thy 1
:a ? tacYr~ble ~au~ anly when ~ha revo~uer ~s ~.n ~Lhe
s~ax~in~S ~,ev~,x ~,s c~c
n t~ s~.t~an wl~~.ch a~,a~.r~ :~s pcassa.ble ar~.y a.~' ter; s~a~EMs~a:i.tch
m~.~~le pQ ~ r
~~ ~I ro" ~ A~te~ x~maval u~ the s'LF:~xt~.n~ levex, no man~.pulat~.a~~
is ~~ 7e ,
a~: thr~ reverser ar ~~l~~E hand wheel ere poss~,ble
Tha ~.oconlat~ve ~s prcpr~red :Cor c1a~~y in the. ~ol~,owl,n~; ~~anxio~^~
~1ftc;~^ the exT~sris .on sw7.tcr~, a.s ~~u~^ned one ?~~1c opex~a?tor p~.scc;
-~~~,~~.rta.r~r~~ .ever ~i.n pos:it~.o~~~ ~. (to start the conv~artcr~e}~.ca.tc;r
the
1~', ~ 'I.,l'1G rev~~rsax~ ~,nto pos,t~.on ~ (~'ox~warr~ t.r. s.vel }
~nr~ b~ 1 n~,,
~ en the x^ats,~a.ve speed a~' ~:,hc convar~r-;x~~exc:i.~,c;r ha~~ xes.ched
~~
? ' he contra/ ~,enc:z~s,tar ~.~vc~s ~~hc rec~ua.rcd val~~a~;c, (wh~.ch
~ti~ rrla~a.mum, ~
' ~ b ~~he voltmeter.) ~ a,nd sa.multw.r~eously the pampa ~tind the
a.s ski own ~'
converter x~e~~l~~to'x1 o~C the tz~arta.ve force axe a,etuated.
e a cra~tor tlaen moves the staxtin~ levcx~ into pos~.t .on ~
Th P
sts,rta.n~~ tlae interme~iat~ rotor}, '1'h:i.s ac-Lua'ces the relay carx~esw
( ~
' to the car~tr?~.-panel '~s.nd cab ~,n ques~~ian s.nd cannects the
po7~cl~.n~
,, ~.~,tors a~' each of.' the ~~ol>x s~.n~;le~?p~~asE matars in
wa.nd~.n~~ o~ t~~e s1~,
r tr W~ to wa,nda.n~ 0~' tkic Statar a~' the canvExta:r"-eXClter. The
~~~ ~~~
? , ^ r h~.rrtre;:lf a~' th,e e;~istence a~ the proper staxt~.n~
opera~~,a conv~.nce~.
stitlt~.n r the ~'aur ammeters on the cantral pane. ~ Auer
curx ant by can ?,
~v~; e,ssed the .spend a~' t~~,e tintermediate rotor reeches
l ~ 5econ~s ha. p ~
? ~ ~ " ue. The a era~Lar ms.kas sure a~ th~.s b~' the ammeter
a.t ~ normal v a.l p
' ~ wl'a~.ch startC ?r~o recQde and tiro~as a.lmast to zEra~
po~.ntex ,
en maven tY~e sts.rt~.n~ lever ~.nta pasyt~.on ~
the opcra~1or tl~
d the~eb turns an the e~cits.tian relay.. Ater
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~~~~ r0~a~~e thq ~~~~^~~;i,r~~; ;l.c~v~x ~,~ ~rQtu~9na~ b~~ ~~L~ ~~~~~r~~ ~o ?~1~~ r~Qxm~
~~ ~~~.~~~An ~ ~~~. t~z? ~,c~aomotive ~,~ t~u~ ~l~oe~ ~~ a ~~~~?~~ A~
woxk~r~~,, lea ~
res.~l.rwoN~ ;Cor ~e~aa~~tur~
T1~~ apes, sto~^ tllciz t~^ns the r~~ndw~nc~~e;l, off' the c~axrtro~~.c~~,
thx~au~~h ;1.800. ~h:~s sw~.tah~~s the ~'at~ ~ n~;],e~ph~se motors ov~~x ~"xom
b~~,n~a ;Eed Uy the stator cad' tl~r~ ,Motor o~ tht+ oonvext~x~~-~~c~~,tox to ~~o~.n~
;1,'oc~ ;~ro~~ the 8?~ Vwt~p o~ the trans:~ox~ricr scconc~~~.ry, Simu~.~~~n~ausl,y
the ~'u~~~ try-~ahsse r~;~.o.ys sw tcl~ ora thc~ tx:~c,t~.an molars in ~aer~,es,
~,r~ ~~repa,r~;a by the k.v.u.; bcsa.des t1.~~.s, thc~ ~t~rta.n~; rplsy is also
e:,rc,a.t~;cl,; at~cl ~s a result 'L1~e tr~otar that c~rivcs the ~r~~~a.wph~se li.aua,d
xheost;~ts ~.s sw3.tchec~ over to the yoke off' tYsr ~~enc~rr~tar-rG~uti~tox
'~~
a~' tractive f oxce ~ Tlxe :l~unctian off' the apc:rator a~'tcr a.s a.s raxir~aM
rz.ly J.imited to han~~li.nt; the la.quid rheostats, ~'o;>.^ ~].~. atYrer a~,c.i1s,.
ta.az~s are pex~'ormed ~Lttamet .c;a.l~.y.
The aper~t~.n~ qual.~.tics o:~ ~~~ha.s l~,como~tr~.vc ~'a^am the ~?oa,nt a~
va.o~r o:E ecor~on~' off: o~a~;rat~,on axe ~raph,'~.r~1..~y shown by T~,b~.e l3
The clots, presented were obts,inec~ ~'rar~ 11~.ula.n~; test tra~..ns an
'~'-rent sE~cta.aris off' the l~ollent~l Rs.a.lr~rsy, wha.ch. is ch~,,racter~.~ed
r~i~~c
b a ve da.~i"icl~~~.t track pro~'ile (,,~~~.des up to !~.~,~). They Shaw
y ~
tl,as,'l, losscas in re~ule.t~.on (rheostat losses exceed (end a~L tl~a't;
onl ver sli~h~tly} the powex ~;~ins 'ram :oeE;enerst.i.ve braka.n~ on1.y
y ~'
i:'ar the trs,ins wei~h~..n~ 1000 tans, while ~'or the other two cases the
~ ..
sanaunt o:~" re~en~:rated. pat~rer exceeds the xheoste.~ losses. It is off'
course abv~.ou~s that thy, redo .between these power to asr-..s ~.nc~ f]e..~.ns
would be cl~.f,~erent ~a1^ c~~.~'i'erent train we~.~hts ~,nd apers.ta.n;; re~;~.mes..
The canclusa.an rn~y be r~z^awn Pramthe tab~.es i,b.et th~.s lacomota.ve ~.s
not ~.r~'~r~.ar, in ecanan~r off' apes^ct~.or~, to one re~u`ls.tecl without s, ~heastats
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 ;~~; ]? 3
T
L;-ten t-ra? n
in , ,t.
k~;~~
s ~i t7
~..
-. - - ot~-
~~~~?~ t? cn
~'.,c..
Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
brae-n~
~ cr
Tractiv
.~ ~ ~. tie Mme of
~,~ e g
S
;' P. in ~:ns
~Ce cs ,as~~1,
ti_on ~c_
Gpera
s
~i~~'arerce
' orb; bet-
~~ ~~
~ ~~r-
~r.ee
z Qj? ^~.~. C~:^
a~_
r2~~.QTI
Ce ~-~-
eratiar~
xccel
4 eration
~cel
ion
1 e~. at
~1cce-
er~.t~ on
~ecel
er~.t~.on
ccel
n ~ ?x'2 t~ on
~~ce
-, ,_ .can tra-n
CuG t
pPY'a.t1~: e
r ,. lov_ ~,ege-
-~~~eos ~,~.t
.~+
4 ~ ~ n 1t'~'yv
,r_ brat_ins 1`
ceS ~ ?"'i ~~ ~t~j
L
1i.2
1a.8
i6,1
I
rieraz~=~e
~~e~e
r~ .'~ ~in~:~~~
b~ a~.a~,
:~~cn
2~~
s ~n ,~~
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~re,~
Fi.2
?.3
6.3
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9.D
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
 ~'he ~'un~;aM~achan system e:l.e:ctric J.ocomative also has its
Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
~n Garap~x~~.~an. to the sir~~,~-phas?w~r~-phaa~ ~~~~~~~mn loaaM
mo~~~,vo wh~.ch has ~aQ~ rncr~t~.on~d by us ~.ra ita p~~apaa~ ~1aoo, ~upra,~
~~he l~l~~~aw-`~al~Arfl e~.ea~~~~a ~~ocorno~~,v~ ~a ~. more. s~p~a m~cl~ir~e, Jr'or
~it ~.~ol~s the spcc~i,Al end ~~i~~a,;~, oornp].~.ca~ed p~la,~~e-canvers~,an ~.n-
sta~.~ra~t,l.an, and ~~~~ tra,ct:~.on matcars are no~~-oammutat~,n~~
NJareove;r, :I.~ a~,so J1a 7 thca advam~a~~7e aver ~~k~e s~.n~~~-~ah~tso
~.ocornat~,ve wa.tl~ r;ommu~~ator motors aJ?' narmm~. or ~^t~duced i'rer~,uency,
in that; canrnrut~~.~:,ion di.J"~'icu:l.t~res are absent; there is a rad~.ca:l.
~a+?~7.uti.an of tl?~r problGrn o;~ a.mprov~.np~ tho power ~;'a.ctor; tJ~e r~a~l~a~^s
~~re a,utama~tica~,iy sw~.tc:hed over to opw:r~a?~e gas ~;cner~~tors, or v~.ce
versa., a,a1d this .i.n turn reduces the wear orl the t~.res, rec~uccs
rL?J~te: net conswnr~tian a~' e~ner~y (sa.nca pawc~r is re~;~;nea~atcd by bra~t~
in~;~, reduces tr a, r~~inixmtr~ the d;ynaa~nic a.ctior~ on the raadb~;d); the
rian~er oz~ shorn ca.rcui:.ts is e~.a.n~ia.natod and thc,reby the re:~~.a.bil~:ty
of ~.ocomotivc: o~!eration x.s a.nr.;rea.,5ed; ~~he ,5hurlt cl~arac~l.c~ris~~~ic
a:E' thr rt~otors rna~:es it poss~.b1.c to a~srsnd ;~;r~ades a~~ hi~he,r speeds;
:~'~rui,ts, l~,tawovar, the most su:bstan~Lia:l off:' ~~ht:~se a.re s
the camp:lica.tcd das~.~r~ o!' the motor, main~.y on account ?~'
the presence af' the intcrmodic~te rotor; i~L takes a re~.ata.vel.y ~.on~
time ~~o revorse the sir~~~.e~phasE motors, 'his i.s c~,usEd by the
:Ca:ct .~ha.~ the; da:~^ect~,.or~ off' rotation o:C tae; worl~.i.n~ rotor depends
an thai; oi' the a.nterm~d~.s.tc rotor^, sand thr/re~'ox~e this must First
b~ brought 'ram a.~ts r-~ax7.m~un off' ~OUO r,,''p,?m~ do~~n-~~u~ taro anri then
brr~u~~ht up a~Ta,in to the max~.mlun Cin the apposite sense, which ta.ke;s
about >~J soc;an.ds, and sa w1.~en the operator cha:n~es over to tl~e con-
tra. position in the athc~r cab it ta.k~s ~.*,~ to 2 minutes, 'the Limo
~. ,... ,._i. ,: a, i. :. ~,.. .1 ....E I. ~, ~ /_, ,. ~ ., ~.. ..: ,,. ~ ,:r. y~,!. i . .t
"r ,. i 1.,: t :,.. Y ~ ,, ,:. ;:,, .. ~. ~ ,: . ,: , G: Gr.
u ,, .. ~i~ ..,, ., ~ ,,,. ....: r=...... ti. i .i.na... ,r k 4
: ~:~ :~:. ,.....x,. .,.. .Ly.~ r.:, .,r dG~d~ ,1 1 .,i. 1. ..... ~,. .a i... .,, ~, ~ .,. .~...i ., f r~l;. 1 .1 t. f (. R.. k 4 .~I..
vra. .,,. ,., ,ii..,, 4- ..,., , .. :. .1. .. ! .. ~. ~,, r., f... .. :, .. ~, .:., i~. 1. .:.,.:. .. f i::;.:~ ... E l t.. ...~ 1. l lY ~.u l'(
~.a~a.t~t" i:,,,,~:_....i,_. ._ ,~:,,r,~,s,..r.,...wve
xeines Deutsche e,~ur~ (Journs.l of the German
~n~~.neers' Association), no? l0, 1930?
~~~ irect-drive Diesel locomotive?" Monatsschrift
2? Schrader. the d
at? Eisenbahn Kon r~e~Verein~~ (Tnterna ~.onw ,;`"
der intern ~.....~... ~- ~~;.,.
:~~~.
;~~
' onthly) No? ~, 1938? ~,
k~a~awaY Congress Assaciat~.an M ~~
~~~=fir
- ~~f ~
~w~
~.~
n eta,. "The direct?drive Diesel locomot~.ve." YkN,
3 ? Arnold La. ~ '~~;f,
arch number),3d3? Annex to Farschun en
Farschungsheft (Bess --~_--=
a,;7~,
~..~..~.~..~.- ~tesearches in the die ~ti
auk dem Gebiete der In~ena.eurwesPn (~ ~~
'+ rin Ausgabe (Edition) D, val. ~~ no? 6! ~ ~ ~~
~~~
o~ Dng~.nee g) ~
~~d
~~
NovemberwDecernber, 1933? ~,
z ~~ ro ress and prospects o~ Diesel locomotive ,_,.~
ial re~'erence to the Diesel~compre5~?
constructa.on with spec
omotive." ~,eitschrift des Vere~?nes der
sed air loc ,,~.......~
eutschen ~n enieu~re, No? ?9, 1932' ~
~ ~~
n n Diesel lacomativ~s, with sped-al reference ~o
~. k~. Hardman. 0 ,.
. ental r~su~,ts an the DieselMcompr~ssed~air
the experim .
serNAnrialen, vol~r 109, No? a.~., 193~.~
locomot~.ve a Gas
Declassified in Part -Sanitized Copy Approved for Release 2012J03/30 :CIA-RDP82-000398000200150012-1
~~`~
~,~~~.
 Declassified in Part -Sanitized Copy Approved for Release 2012/03/30 :CIA-RDP82-000398000200150012-1
'~~ie~~~. Locomo~~ve We~~h~t ~eductian~" ~~~ T~a~.~.w~
Trao~~.o, nt, Noy 1~1~, ~.9~~~
Fvx Part Seven
1. "Prapo~ed GaeMTurb~.n? Road Locvmvtivs~" Railwa ~,, ?
Apx~~. x91~5~
?, ~ P~u~. R. Sidlar~ 'Gas-~Turb:tna Locvmo~ive with elec~x~.ca~, ~rans-
m~.sgion~" Mechanical en~nee?~ rte, Noy 1~, 19130
3, Advlf Meyor. n~~'~le first gas-turbine locomotive?" '~h,e,,,, ~'~
2~ Decembor 191~2~
1~,. "Th? cvn~inuous combustion Gas~tuxbine~" Da.esel Railwa, r
''
`~','
fraction, nog ;1,31, 1913?
d'p4!
'" acomotives f yr today and tomorxow." Railwa Ate, l3 April ~r
5 ~ L
1916 ~~'
~ ti?~~~
6. "Gas-turbine locomotivese't railway Mechanical En ineer, No. l2, ~~;~
~;~
~.,
'~~~'~
~? y
';,'r.
913 ~ ~~