Diesel locomotives
TEP80-0002
<space=1em><b>The number of carriages is growing</b>
<space=1em>In the <nobr>1970s</nobr> and <nobr>1980s</nobr> the volume of passenger traffic on the <nobr>USSR MPS</nobr> network increased from year to year, the number of carriages in many passenger trains gradually but steadily increased.
<space=1em>Under these conditions, for operation on a number of sections of the railway (on main lines with particularly intensive traffic, served by diesel locomotive traction, on lines with a complex track profile <nobr>etc.</nobr>) passenger diesel locomotives were required that would surpass in their traction characteristics the TEP70 series locomotives with a capacity of <nobr>4,000 hp, which were serially produced at that time at the Kolomna Diesel Locomotive Plant. s.</nobr> In connection with this, in Kolomna they began to create a new passenger diesel locomotive with a diesel engine with a capacity of <nobr>6,000 hp.</nobr>
<space=1em><b>Unsuccessful attempts</b>
<space=1em>In <nobr>1976</nobr> two TEP75 diesel locomotives <nobr>No. 0001</nobr> and 0002 were built at the Kolomna plant. They were equipped with 1D49 diesel engines with a capacity of <nobr>6,000 hp.</nobr>, but otherwise the design had much in common with the TEP70. However, during subsequent trial operation of the TEP75, a number of design flaws in these machines were revealed, which is why they remained prototypes and were not put into serial production.
<space=1em>It turned out that it is extremely difficult to obtain acceptable weight and size characteristics of such powerful locomotives with a six-axle crew section, like the TEP70. The mass of the diesel locomotives was <nobr>147 t</nobr> instead of the <nobr>138 t</nobr> permitted by the technical specifications. In connection with this, Kolomna began developing a new model of a passenger diesel locomotive, now with an eight-axle crew.
<space=1em><b>Design</b>
<space=1em>Later, two such TEP80 diesel locomotives were built at the Kolomna plant, <nobr>No. 0001</nobr> in <nobr>1988</nobr> and <nobr>No. 0002</nobr> in <nobr>1989</nobr> In addition to using a 1D49 diesel engine with a capacity of <nobr>6,000 hp</nobr>, the main feature of these locomotives was a newly designed eight-axle undercarriage.
<space=1em>It consisted of two four-axle bogies of an original design. The wheel pairs of each bogie were connected in pairs by longitudinal balance beams in the axle box assemblies. The balance beams were connected by spindles to the sidewalls of the bogie frame. Transverse and longitudinal forces were transmitted from the wheelset through the balance beam and through elastic rubber-metal hinges to the spindles.
<space=1em>This design provided a significant reduction in the lateral impact on the rail and improved horizontal dynamics of the locomotive due to the redistribution of horizontal forces of interaction between the wheels and the rails. Subsequently, a similar design of the undercarriage was used on the experimental passenger electric locomotive EP200.
<space=1em><b>Tests</b>
<space=1em>Initially, the technical specification for the TEP80 diesel locomotives set a design speed of <nobr>160 km/h</nobr>. In <nobr>1989–1991</nobr>, both of these locomotives successfully passed acceptance tests, during which a maximum speed of <nobr>196 km/h</nobr> was achieved.
<space=1em>Considering the good dynamic qualities and satisfactory impact on the track demonstrated by the experimental machines, it was decided to conduct tests at speeds of up to <nobr>250 km/h</nobr> in order to identify the specific behavior of the undercarriage at higher speeds.
<space=1em>For this purpose, the manufacturer replaced the axle gearboxes with a gear ratio of <nobr>3.12</nobr> on the <nobr>TEP80 0002</nobr> diesel locomotive with gearboxes with a ratio of <nobr>2.03</nobr>, which increased the design speed of the locomotive from 160 to <nobr>250 km/h</nobr>.
<space=1em><b>World record</b>
<space=1em>Tests of the <nobr>TEP80 0002</nobr> diesel locomotive were conducted in <nobr>1992–1993</nobr> on the main line of the <nobr>Leningrad — Moscow</nobr> October Railway. On one of these test trips <nobr>October 5</nobr> <nobr>1993</nobr> the locomotive on the <nobr>Shlyuz - Doroshikha</nobr> section reached a speed of <nobr>271 km/h</nobr>, which remains a world record for diesel locomotives to this day.
<space=1em><b>Economic crisis</b>
<space=1em>However, the fate of the TEP80 diesel locomotives was influenced by the not very favorable time for the country in which they were created. The severe economic crisis in Russia in the first half of the <nobr>1990s</nobr>, the sharp decline in freight and passenger traffic on the railways and the release of a large number of locomotives in connection with this made the issue of introducing fundamentally new passenger diesel locomotives far from being the most urgent for a long time.
<space=1em>As a result, despite the outstanding speed and traction characteristics, the TEP80 diesel locomotives were not put into serial production. Today, they can only be considered as the embodiment of one of the outstanding achievements of diesel locomotive construction of the Soviet era that has gone forever.
<space=1em><b>Museum exhibit</b>
<space=1em>The TEP80 0002 diesel locomotive presented in the museum (the very machine that set the speed record) was not transferred to regular operation after testing. The locomotive arrived at the museum in <nobr>2007</nobr> from the experimental loop of the All-Russian Research Institute of Railway Transport in Shcherbinka, Moscow Region.
ID экспоната:
113
Аудио:
http://dpmzdr.infomedia.digital/files/d1/03/d103dbd450b71ee23477f8a5306df600beb53d0b.ogg
Галерея изображений:
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Галерея изображений (оригинал):
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Галерея изображений 2000:
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Исторические фото:
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Параметры (технические характеристики):
Design speed, km/h
160
Service weight, t
180 / Diesel power, hp
6,000
Power transmission type
Electric, AC-DC
Electric brake power, kW
4,000
Axial characteristic
4<sub>0</sub>-4<sub>0</sub>
Continuous traction force, kgf
24,000
Diesel brand
1D49
Diesel characteristics
V-shaped, four-stroke, twenty-cylinder
Traction generator type
GS-519U2
Traction motor type
ED-121VUKHL1
Traction motor suspension type on axle
Support-frame
Axial gear ratio
3.12
Battery type
48TN-450
Brake compressor type
PK-5.25
Wheel diameter, mm
1,220
Axle load on rails, tf
22.5
Continuous speed, km/h
50
Equipment reserves, kg
Fuel — 6,000; sand — 800
Length along the axles of automatic couplings, mm
24,400
Body width, mm
3,080
Body height, mm
4,975
Bog wheelbase, mm
6,200
Smallest radius of passable curves, m
125
План:
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План 1000:
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План 2000:
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Хронология:
<space=1em>In the 1970s and 1980s, passenger traffic on the USSR Ministry of Railways network was growing rapidly. At the same time, the number of cars in many passenger trains increased. Therefore, new passenger diesel locomotives were needed on a number of sections. For example, on main lines with particularly intensive traffic, which were serviced by diesel traction, on lines with a complex track profile, and so on. At that time, the Kolomna Diesel Locomotive Plant was producing TEP70 series locomotives with a capacity of 4,000 hp, and the new diesel locomotives had to surpass them in traction characteristics. Therefore, in Kolomna, they began to create a new passenger diesel locomotive with a diesel engine with a capacity of 6,000 hp. <space=1em>In 1976, two TEP75 diesel locomotives, No. 0001 and 0002, were built at the Kolomna Plant. They were equipped with 1D49 diesel engines with a capacity of 6,000 hp, but otherwise the design of these locomotives had much in common with the TEP70 diesel locomotives. However, during trial operation, design flaws of these machines became apparent, and the TEP75 remained prototypes that were not launched into serial production. Thus, it turned out to be very difficult to obtain acceptable weight and size characteristics. The locomotives were powerful, with a six-axle carriage, like the TEP70, and their weight was 147 tons instead of 138 tons, permitted by the technical specifications. To reduce the weight, it was necessary to dismantle the equipment for electric heating of passenger cars. Therefore, in Kolomna, they began to develop a new model of a passenger locomotive, now with an eight-axle carriage. <space=1em>Later, two TEP80 diesel locomotives were built at the Kolomensky Zavod: No. 0001 in 1988 and No. 0002 in 1989 (factory plate No. 2552, produced in 1990). The year of construction may not match the factory plate, because the number for the locomotive could have been reserved earlier, and construction was completed only in 1989. <space=1em>In 1995, a group of workers from the Kolomensky Zavod were awarded the State Prize of the Russian Federation in Science and Technology for creating this locomotive. The chief designer of the locomotive was Yuri Vasilyevich Khlebnikov. <space=1em>The locomotive was delivered to the museum in 2007 from the experimental loop of the All-Russian Research Institute of Railway Transport (Shcherbinka, Moscow Region). It was not in regular operation.
Блоки описания:
[{"quote":"The country needed diesel locomotives that could exceed the traction capabilities of the existing ones.","title":"","images":[],"content":"During the 1970s and 1980s, passenger traffic on the USSR Ministry of Railways network grew steadily, leading to a gradual but consistent increase in the number of cars in many passenger trains.","subtitle":"Increasing Number of Cars"},{"quote":"","title":"","images":[],"content":"Given these circumstances, passenger diesel locomotives were needed for operation on several railway sections — mainlines with particularly high traffic served by diesel traction, routes with steep gradients, and so on. These locomotives had to exceed the traction capabilities of the TEP70 class, which had a 4,000 hp capacity and was mass-produced at the Kolomna Locomotive Works at the time. As a result, work began in Kolomna to develop a new passenger diesel locomotive powered by a 6,000 hp diesel engine.","subtitle":""},{"quote":"","title":"New Project","images":[],"content":"In 1976, two diesel locomotives — TEP75 Nos. 0001 and 0002 — were built at the Kolomna Locomotive Works. They were equipped with 1D49 diesel engines with a capacity of 6,000 hp, but otherwise, the design had much in common with the TEP70. However, during the subsequent experimental operation of the TEP75, several design flaws emerged, causing these locomotives to remain experimental models and preventing them from entering mass production.","subtitle":"Unsuccessful Attempts"},{"quote":"","title":"","images":[],"content":"It turned out that achieving acceptable weight and size characteristics for such powerful locomotives with a six-axle underframe, like the TEP70, proved extremely difficult. The mass of the diesel locomotives was 147 t, exceeding the 138 t permitted by the technical specifications. As a result, Kolomna began developing a new model of passenger diesel locomotive, now with an eight-axle underframe.","subtitle":""},{"quote":"","title":"","images":[],"content":"Later, two TEP80 diesel locomotives were built at the Kolomna Locomotive Works: No. 0001 in 1988 and No. 0002 in 1989. In addition to using a 1D49 diesel engine with a capacity of 6,000 hp, the main feature of these locomotives was their newly designed eight-axle underframe.","subtitle":"Design"},{"quote":"","title":"","images":[],"content":"It consisted of two four-axle trucks of an original design. The wheelsets of each unit were connected by longitudinal balancers in the axle box assemblies. These balancers were connected by chairs of spring to the sides of the truck frame. Transverse and longitudinal forces were transmitted from the wheelset through the balancer beams and elastic rubber-metal hinges to the chairs of spring.","subtitle":""},{"quote":"","title":"","images":[],"content":"This design significantly reduced the lateral impact on the rail and improved the locomotive’s horizontal dynamics by redistributing the horizontal forces between the wheels and the rails. A similar underframe design was later used on the experimental passenger electric locomotive EP200.","subtitle":""},{"quote":"","title":"","images":[],"content":"Initially, the technical specifications for the TEP80 diesel locomotives set a design speed of 160 km\/h. Between 1989 and 1991, both locomotives successfully passed acceptance tests, during which a maximum speed of 196 km\/h was achieved.","subtitle":"Testing"},{"quote":"","title":"","images":[],"content":"Given the good dynamic qualities demonstrated by the experimental machines and the satisfactory impact on the track, it was decided to conduct tests at speeds of up to 250 km\/h to assess the underframe’s performance at higher speeds. To achieve this, the manufacturer replaced the axle gearboxes with a gear ratio of 3.12 on the TEP80 0002 diesel locomotive with gearboxes with a ratio of 2.03, which increased the design speed of the locomotive from 160 to 250 km\/h.","subtitle":""},{"quote":"The TEP80 diesel locomotive set a world record and reached a speed of 271 km\/h.","title":"","images":[],"content":"Tests of the TEP80 0002 diesel locomotive were carried out in 1992–1993 on the Leningrad-Moscow mainline of the Oktyabrskaya Railway. During one of these test runs on 5th October 1993, the locomotive reached a speed of 271 km\/h on the Shlyuz-Doroshikha section, a world record for diesel locomotives that still stands today.","subtitle":"World Record"},{"quote":"Unfortunately, the economic crisis of the early 1990s prevented the TEP80 from entering mass production.","title":"Did Not Enter Production","images":[],"content":"However, the fate of the TEP80 diesel locomotives was shaped by the difficult circumstances in the country at the time of their creation. The severe economic crisis in Russia during the early 1990s, coupled with a sharp decline in freight and passenger transportation, led to a surplus of locomotives. As a result, the introduction of fundamentally new passenger diesel locomotives was not considered a priority for an extended period.","subtitle":"Economic Crisis"},{"quote":"","title":"","images":[],"content":"As a result, despite their outstanding speed and traction characteristics, the TEP80 diesel locomotives were never mass-produced. Today, they stand as a testament to one of the most remarkable achievements in Soviet-era diesel locomotive engineering.","subtitle":""},{"quote":"","title":"","images":[],"content":"The TEP80 0002 diesel locomotive displayed in the museum (the very machine on which the speed record was set) was not put into regular service after testing.","subtitle":"Museum Exhibit"}]
Характеристики (блоками):
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История (блоками):
[{"year":"1988–1989","content":"Two TEP80 diesel locomotives were built — No. 0001 and No. 0002."},{"year":"1989–1991","content":"TEP80 0001 and TEP80 0002 diesel locomotives successfully passed acceptance tests, during which a maximum speed of 196 km\/h was achieved."},{"year":"5th October 1993","content":"During testing, the TEP80 0002 diesel locomotive reached a speed of 271 km\/h on the Leningrad-Moscow mainline of the Oktyabrskaya Railway."},{"year":"2007","content":"The TEP80 0002 diesel locomotive was brought to the Museum of Russian Railways in Saint Petersburg."}]
Чертежи (блоками):
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Модель (деталка):
TEP80 0002
Заголовок (деталка):
Experimental Passenger Diesel Locomotive
Подвал описания:
The diesel locomotive arrived at the museum in 2007 from the test loop of the Railway Research Institute in Shcherbinka of the Moscow Region.
Заголовок истории:
Chronology
Mnemonic code:
113
Code in external DB source:
372
Name:
TEP80-0002