ELECTRIC LOCOMOTIVES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP83-00415R006300160003-1
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 4
• Document Creation Date: December 14, 2016
• Document Release Date: July 27, 2001
• Sequence Number: 3
• Publication Date: January 23, 1951
• Content Type: REPORT

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FORM Nc# 51. 61
~A~.?.' 1949 *.
Approl;;x SFS9FI~tr 2001/09/06 : CII i RDP83-00415R006300160003-1
CENTRAL INTELLIGENCE AGENCY a REPORT NO.
INFORMATION REPORT CD NO.
COUNTRY Hungary
SUBJECT electric Locomotives
25X1A
T Ivk., ,140T HAS M Ei~CLOSURE A1TA(tll
PLACE L ; 3,~tt
ACQUIRE
25X1 C
DATE OF INFO
ACQUIRED
The attached report is sent to you for retention.
DATE DISTR. 23 Jan. 1951
,25X1A
NO. OF PAGES
NO. OF ENCLS.
(LISTED BELOW)
SUPPLEMENT TO 25X1X
REPORT NO.
I
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 ENCLOSUR
..' Did CT R~'TA!'N
In the old type Kando locomotives the so-called Kando triangular
jack shaft was particularly delicate. This triangular part had the
function of transmitting the power from the motor to one of the driving
wheels and through the side rods, the four driving wheels. This triang-
ular jack shaft has been the source of a considerable amount of break-
down in the past. In many cases, after not more than 5,000 kilometers,
it broke or was bent to such an extent as to be completely useless. This
triangular jack shaft was made of chrome-nickel of the best quality with
a ore-hund-retilh nri.J_1imete r col< ranee.
The frequent breakdowns prompted the specialists of the Hungarian
State Railways, in cooperation with the Ganz Electric Yorks, to design
a new type of locomotive, which was to retain the advantages of the
Kando system and to eliminate its defects. This object was to be real-
ized by a change from axle drive to direct transmission of power to the
four wheels by means of separate motors and separate gear transmissions.
The design, as well as the production of this new locomotive could not
be completed because of the national collapse in 1944. Bombing damage
to the Ganz Electrical dorks has, however, been repaired in the meantime.
The technical description of the new locomotive is as follows:
The locomotive has four driving and four idle axles. Each driving axle is
driven by a four-pole, 1,000 horsepower-hour squirrel cage induction
motor, The frequency converter has four poles and runs at 1500 revolutions
per minute. The induction regulator connected with it is a 6/12 pole
induction moto5,with slip rings1which runs at 1,000 and 500 revolutions
pex nminute, respectively, in either direction. Speeds between synchronous
speeds can be obtained by means of the liquid rheostat which is built
into the rotor of the induction regulator.
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Pole changing is effected by the improved Dahlander system which
has been introduced by the Ganz Electrical Works. Pole changing in this
system is effected essentially by connecting the stators of both the
frequency converter and the induction regulator with the secondary winding
of the phase shifter, the rotor of the frequency converter with the driving
motors, and the rotor of the induction regulator with the liquid rheostat.
In order to conserve space, the connections of the frequency converter are
reversed; thus, the rotor is connected with the phase shifter and the
a
stator with the driving motor. This, however, does not materi y kfectt
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the operation of the locomotive.
In starting the locomotive, after the phase shifter has been set
in motion, the frequency converter group, too, must be accelerated up to
1,500 revolutions per minute, which corresponds to 0 (zero) secondary
cycles. Acceleration is effected in the following manner: The induction
regulator is gradually braked down with the aid of the rheostat to 1,000
revolutions per minute, using the six-pole connection. It turns in the
same direction as the frequency converter and acts as an asynchronous
generator. The secondary jWcycles of the frequency converter are there-
by gradually increased to 16-2/3. Subsequently, the induction regulator
is switched to 12 poles anradually braked down to 500 revolutions per
minute, which corresponds to 33-1/3 secondary cycles. Then, retaining
the 12-pole connection, the induction regulator is switched into reverse.
Thereby the regulator and converter group is braked to a stop and is sub-
sequently accelerated to 500 revolutions per minute in the opposite
direction, while the secondary cycles are increased, first to 50 and
then to 66-2/3.. Continuing in reverse, the revolutions are increased to
1,000 revolutions per minute and the secondary cycles to 83-1/3 by using
6 poles of the induction regulator. In the middle of the third speed,
when the frequency converter passes the neutral position and the second
- ary cycles are at 50, the driving motors may be connected to the phase
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shifter directly omitting the frequency converter group,-and can be run
in this position at a constant speed. The five economical operating points
are therefore 16-2/3, 33-1/3, 50, 66-2/3, and 83-1/3 secondary cycles
corresponding to 500, 1,000,,1,500, 2,000, and 2,500 revolutions per minute,
respectively; the five economical speeds are 25, 50, 75, 100, and 125
kilometers per hour.
These locomotives cannot be used anywhere else in the world, because
there are no railroad lines anywhere else operating on 15,000 volt, 50
cycle alternating current. When the Budapest-Hatvan line is electrified
in the course of the Five-Year Plan, 20 to 25 locomotives will be built
for this line. Otherwise, this type of locomotive will not be built
serially at the Ganz Electrical Works.
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