Exhibits

Electric locomotives

FK-07

<space=1em>Passenger FP

<space=1em>The passenger version of the FP differed from the main one in the design of the bogies and the suspension system of the electric motor in the bogie. On freight electric locomotives, the suspension was classic — support-axial, which is sometimes called tram. With this system, the engine was suspended on the frame and rested on the axle of the locomotive. The torque was transmitted from the engine to the wheelset by gears with constant engagement.

<space=1em>The system is simple, but has one big disadvantage. The weight of the engine can reach 5 tons, plus the weight of the gearbox. All this mass falls on the spring suspension of the wheelset itself. At low speeds, this is not of great importance, but with increasing speed, it has a huge impact on the dynamic forces that arise when the locomotive is moving, which entails increased impact on the track, upsetting it.

<space=1em>Improved suspension

<space=1em>For passenger electric locomotives with higher speeds, a support-frame design with an Alstom drive was selected. In it, the electric motor is rigidly attached to the bogie frame. With such a suspension, torque is transmitted from the engine gear to the gear fixed on the hollow shaft, inside which the axle of the wheel pair passes.

<space=1em>In this case, the axle of the wheel pair can move inside the hollow shaft. Torque is transmitted from the hollow shaft directly to the wheel disks through elastic couplings that compensate for the displacement of the wheel pair. Such an arrangement reduces the weight of the sprung parts and improves driving performance. This type of suspension is used on all new locomotives, the difference being the design of the non-rigid connection of the engine and the wheelset.

<space=1em>Series parameters

<space=1em>The electric locomotive frame is extended at the ends to install an automatic coupling on it. Step-down transformers with a capacity of 635 kW for electric heating of passenger train cars were specially designed for the FP. Traction electric motors with a capacity of 790 kW in hourly mode and 760 kW in continuous mode were used. The F series locomotives had a tractive force of 35,800 kgf at a speed of 47.3 km/h, and the FP series electric locomotives had a tractive force of 22,900 kgf at a speed of 74.1 km/h. The design speeds were set at 100 and 160 km/h, respectively.

ID экспоната: 66

Галерея изображений: http://dpmzdr.infomedia.digital/files/87/ee/s187ee0527a6834fbcb14779a259edb12728c987e4.jpg / http://dpmzdr.infomedia.digital/files/8e/56/s18e561ec411562ed43d4b78919370a8034fecb90d.jpg / http://dpmzdr.infomedia.digital/files/4a/b7/s14ab76c3faa7c8a82fb379fd88b7179ad0b916a39.jpg

Галерея изображений (оригинал): http://dpmzdr.infomedia.digital/files/87/ee/87ee0527a6834fbcb14779a259edb12728c987e4.jpg / http://dpmzdr.infomedia.digital/files/8e/56/8e561ec411562ed43d4b78919370a8034fecb90d.jpg / http://dpmzdr.infomedia.digital/files/4a/b7/4ab76c3faa7c8a82fb379fd88b7179ad0b916a39.jpg

Галерея изображений 2000: http://dpmzdr.infomedia.digital/files/87/ee/s287ee0527a6834fbcb14779a259edb12728c987e4.jpg / http://dpmzdr.infomedia.digital/files/8e/56/s28e561ec411562ed43d4b78919370a8034fecb90d.jpg / http://dpmzdr.infomedia.digital/files/4a/b7/s24ab76c3faa7c8a82fb379fd88b7179ad0b916a39.jpg

Параметры (технические характеристики): Current type Alternating Supply voltage 25 kV/50 Hz / Traction transformer, kW 7,320 Traction electric motor ТАО-649В1 Electric motor voltage, V 750 Electric motor power, kW 790 Rated current, A 1,135 Anchor speed, rpm 890 Electric motor weight without gear, kg 3,270 Number of electric motors 6 Rectifier unit ВУК-Ф Hourly mode traction force, kgf 35,800 Continuous mode traction force, kgf 34,000 Hourly mode speed, km/h 47.3 Continuous mode speed, km/h 48.3 Maximum speed, km/h 100 Length along coupler axes, mm 23,060 Height with lowered pantograph, mm 5,100 Width, mm 2,850 Wheel diameter, mm 1,220 Minimum radius of passable curves, m 125 Electric locomotive weight, t 138

План: http://dpmzdr.infomedia.digital/files/cc/8d/cc8d8edf05c150f782c3447a63284c48f94c320a.jpg / http://dpmzdr.infomedia.digital/files/37/e7/37e736aee568baf8845ed9a39299fff814efc7b0.jpg / http://dpmzdr.infomedia.digital/files/60/8a/608afc58b7027b488aa94adb355d688d4a28e73c.jpg / http://dpmzdr.infomedia.digital/files/62/10/6210c30a1f65780b5783ce699fab7fb409fd0ebd.jpg / http://dpmzdr.infomedia.digital/files/43/be/43be2ecfc013bc3c34e34e91b790152e06d2eeca.jpg / http://dpmzdr.infomedia.digital/files/b3/23/b323552446a644447b3de15c1a080f712bd1c3df.jpg

План 1000: http://dpmzdr.infomedia.digital/files/cc/8d/s1cc8d8edf05c150f782c3447a63284c48f94c320a.jpg / http://dpmzdr.infomedia.digital/files/37/e7/s137e736aee568baf8845ed9a39299fff814efc7b0.jpg / http://dpmzdr.infomedia.digital/files/60/8a/s1608afc58b7027b488aa94adb355d688d4a28e73c.jpg / http://dpmzdr.infomedia.digital/files/62/10/s16210c30a1f65780b5783ce699fab7fb409fd0ebd.jpg / http://dpmzdr.infomedia.digital/files/43/be/s143be2ecfc013bc3c34e34e91b790152e06d2eeca.jpg / http://dpmzdr.infomedia.digital/files/b3/23/s1b323552446a644447b3de15c1a080f712bd1c3df.jpg

План 2000: http://dpmzdr.infomedia.digital/files/cc/8d/s2cc8d8edf05c150f782c3447a63284c48f94c320a.jpg / http://dpmzdr.infomedia.digital/files/37/e7/s237e736aee568baf8845ed9a39299fff814efc7b0.jpg / http://dpmzdr.infomedia.digital/files/60/8a/s2608afc58b7027b488aa94adb355d688d4a28e73c.jpg / http://dpmzdr.infomedia.digital/files/62/10/s26210c30a1f65780b5783ce699fab7fb409fd0ebd.jpg / http://dpmzdr.infomedia.digital/files/43/be/s243be2ecfc013bc3c34e34e91b790152e06d2eeca.jpg / http://dpmzdr.infomedia.digital/files/b3/23/s2b323552446a644447b3de15c1a080f712bd1c3df.jpg

Хронология: <space=1em>The first serial freight electric locomotive NO6 was manufactured in 1966. NO6 — Novocherkassk, single-phase, six-axle. It was later renamed VL60: Vladimir Lenin, type 60. <space=1em>In 1959–1960, French companies built 50 AC electric locomotives to order. The order was made to speed up the design process and accumulation of operating experience of AC electric locomotives, as well as to compare different designs. <space=1em>The design of the electric locomotive for the USSR was based on the best in Europe at the time. It was the CC 7100 series electric locomotive, built by Alstom for SNCF (French Railways). Its prototype CC 7000 (7001 and 7002) was built in 1949. The CC 7101–CC 7158 series locomotives were produced between 1952 and 1955. Two representatives of this locomotive type are notable for having set world railway speed records. CC 7121 reached 243 km/h on 21 February 1954, and CC 7107 reached 331 km/h on 28–29 March 1955. The CC abbreviation comes from the locomotive’s axle formula C₀-C₀, which denotes that the locomotive has two three-axle bogies. <space=1em>In 1953, the first bogie (with two-axle bogies) electric locomotives of the E499.0 type were built at the Škoda plants in Czechoslovakia; according to this system, they were designated as B₀-B₀. The abbreviation was eventually pronounced as "bobbin". Later, in the USSR version, the series was designated as ChS-1. <space=1em>The mechanical part was manufactured by Alstom and Schneider (in Creusot), the traction motors by Alstom and Genon, the transformers by Genon, the ignitrons (rectifier units) and control systems by Schneider-Westinghouse. <space=1em>The assembly of F series electric locomotives No. 01-22 and FP No. 41-50 (later No. 1-10) was carried out in 1959 and 1960, respectively, at the Alstom plant in Belfort. Electric locomotives of the F series No. 23–30 and FR No. 31–40 — in 1960 at the Schneider plant in Creusot. <space=1em>The first of the built freight electric locomotives, the F-01 (originally the T-01 series), was tested in France in April 1959 with trains of varying weights from 1,100 to 2,500 tons. The finished electric locomotives were delivered to the USSR by sea. After a test run on the Ozherelye-Pavelets section of the Moscow Railway, they were sent to the Krasnoyarsk Railway, where they began working with freight and passenger trains. <space=1em>In the early 1970s, due to equipment deterioration, electric locomotives were taken out of service and replaced with VL60K and VL60PK electric locomotives. During repairs, ignitron rectifiers were replaced on 8 locomotives with silicon type VUK-F. Electric locomotives that underwent modernization received an additional index in their series designation — K (silicon). <space=1em>The last electric locomotives were removed from the inventory in 1987. <space=1em>The electric locomotive on display was built at the Alstom plant in 1959. Belongs to the Central Museum of Railway Transport (CMZhT).

Блоки описания: [{"quote":"","title":"Passenger FP<\/sup>","images":[],"content":"The passenger version of the FP<\/sup> differed from the main one in the design of the bogies and the suspension system of the electric motor in the bogie. On freight electric locomotives, the suspension was classic — support-axial, which is sometimes called tram. With this system, the engine was suspended on the frame and rested on the axle of the locomotive. The torque was transmitted from the engine to the wheelset by gears with constant engagement.\r\n\r\n\r\nThe system is simple, but has one big disadvantage. The weight of the engine can reach 5 tons, plus the weight of the gearbox. All this mass falls on the spring suspension of the wheelset itself. At low speeds, this is not of great importance, but with increasing speed, it has a huge impact on the dynamic forces that arise when the locomotive is moving, which entails increased impact on the track, upsetting it.","subtitle":""},{"quote":"","title":"","images":[],"content":"For passenger electric locomotives with higher speeds, a support-frame design with an Alstom drive was selected. In it, the electric motor is rigidly attached to the bogie frame. With such a suspension, torque is transmitted from the engine gear to the gear fixed on the hollow shaft, inside which the axle of the wheel pair passes.\r\n\r\n\r\nIn this case, the axle of the wheel pair can move inside the hollow shaft. Torque is transmitted from the hollow shaft directly to the wheel disks through elastic couplings that compensate for the displacement of the wheel pair. Such an arrangement reduces the weight of the sprung parts and improves driving performance. This type of suspension is used on all new locomotives, the difference being the design of the non-rigid connection of the engine and the wheelset.","subtitle":"Improved suspension"},{"quote":"","title":"","images":[],"content":"The electric locomotive frame is extended at the ends to install an automatic coupling on it. Step-down transformers with a capacity of 635 kW for electric heating of passenger train cars were specially designed for the FP<\/sup>. Traction electric motors with a capacity of 790 kW in hourly mode and 760 kW in continuous mode were used. The F series locomotives had a tractive force of 35,800 kgf at a speed of 47.3 km\/h, and the FP<\/sup> series electric locomotives had a tractive force of 22,900 kgf at a speed of 74.1 km\/h. The design speeds were set at 100 and 160 km\/h, respectively.","subtitle":"Series parameters"},{"quote":"","title":"","images":[],"content":"The mechanical part was manufactured by Alstom and Schneider (in Creusot), the traction motors by Alstom and Genon, the transformers by Genon, the ignitrons (rectifier units) and control systems by Schneider-Westinghouse.","subtitle":"Historical context"}]

Характеристики (блоками): [{"name":"Current type","type":"text","value":"Alternating","is_two_colls":false},{"name":"Supply voltage","type":"text","value":"25 kV\/50 Hz","is_two_colls":false},{"name":"Traction transformer, kW","type":"number","value":"7,320","is_two_colls":false},{"name":"Traction electric motor","type":"text","value":"ТАО-649В1","is_two_colls":false},{"name":"Electric motor voltage, V (traction motor)","type":"number","value":"750","is_two_colls":false},{"name":"Electric motor power, kW","type":"number","value":"790","is_two_colls":false},{"name":"Rated current, A","type":"number","value":"1,135","is_two_colls":false},{"name":"Anchor speed, rpm","type":"number","value":"890","is_two_colls":false},{"name":"Electric motor weight without gear, kg","type":"number","value":"3,270","is_two_colls":false},{"name":"Number of electric motors (traction motor)","type":"number","value":"6","is_two_colls":false},{"name":"Rectifier unit","type":"text","value":"ВУК-Ф","is_two_colls":false},{"name":"Hourly mode traction force, kgf","type":"number","value":"35,800","is_two_colls":false},{"name":"Continuous mode traction force, kgf","type":"number","value":"34,000","is_two_colls":false},{"name":"Hourly mode speed, km\/h","type":"number","value":"47.3","is_two_colls":false},{"name":"Continuous mode speed, km\/h","type":"number","value":"48.3","is_two_colls":false},{"name":"Maximum speed, km\/h","type":"number","value":"100","is_two_colls":false},{"name":"Length along coupler axes, mm","type":"number","value":"23,060","is_two_colls":false},{"name":"Height with lowered pantograph, mm","type":"number","value":"5,100","is_two_colls":false},{"name":"Width, mm","type":"number","value":"2,850","is_two_colls":false},{"name":"Wheel diameter, mm (traction motor)","type":"number","value":"1,220","is_two_colls":false},{"name":"Minimum radius of passable curves, m","type":"number","value":"125","is_two_colls":false},{"name":"Electric locomotive weight, t","type":"number","value":"138","is_two_colls":false}]

История (блоками): [{"year":"1949","content":"The design of the electric locomotive for the USSR was based on the best in Europe at the time. It was the CC 7100 series electric locomotive, built by Alstom for SNCF (French Railways). Its prototype CC 7000 (7001 and 7002) was built in 1949. The CC 7101–CC 7158 series locomotives were produced between 1952 and 1955. Two representatives of this locomotive type are notable for having set world railway speed records. CC 7121 reached 243 km\/h on 21 February 1954, and CC 7107 reached 331 km\/h on 28–29 March 1955. The CC abbreviation comes from the locomotive’s axle formula C₀-C₀, which denotes that the locomotive has two three-axle bogies."},{"year":"1953","content":"In 1953, the first bogie (with two-axle bogies) electric locomotives of the E499.0 type were built at the Škoda plants in Czechoslovakia; according to this system, they were designated as B₀-B₀. The abbreviation was eventually pronounced as \"bobbin\". Later, in the USSR version, the series was designated as ChS-1."},{"year":"1959–1960","content":"In 1959–1960, French companies built 50 AC electric locomotives to order. The order was made to speed up the design process and accumulation of operating experience of AC electric locomotives, as well as to compare different designs."},{"year":"1959","content":"The assembly of F series electric locomotives No. 01-22 and FP<\/sup> No. 41-50 (later No. 1-10) was carried out in 1959 and 1960, respectively, at the Alstom plant in Belfort. Electric locomotives of the F series No. 23–30 and FR<\/sup> No. 31–40 — in 1960 at the Schneider plant in Creusot."},{"year":"1959","content":"The first of the built freight electric locomotives, the F-01 (originally the T-01 series), was tested in France in April 1959 with trains of varying weights from 1,100 to 2,500 tons. The finished electric locomotives were delivered to the USSR by sea. After a test run on the Ozherelye-Pavelets section of the Moscow Railway, they were sent to the Krasnoyarsk Railway, where they began working with freight and passenger trains."},{"year":"1959","content":"The electric locomotive on display was built at the Alstom plant in 1959. Belongs to the Central Museum of Railway Transport (CMZhT)."},{"year":"1966","content":"The first serial freight electric locomotive NO6 was manufactured in 1966. NO6 — Novocherkassk, single-phase, six-axle. It was later renamed VL60: Vladimir Lenin, type 60."},{"year":"1970s","content":"In the early 1970s, due to equipment deterioration, electric locomotives were taken out of service and replaced with VL60K<\/sup> and VL60P<\/sup>K<\/sub> electric locomotives. During repairs, ignitron rectifiers were replaced on 8 locomotives with silicon type VUK-F. Electric locomotives that underwent modernization received an additional index in their series designation — K<\/sup> (silicon)."},{"year":"1987","content":"The last electric locomotives were removed from the inventory in 1987."}]

Чертежи (блоками): [{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/cc\/8d\/s2cc8d8edf05c150f782c3447a63284c48f94c320a.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/37\/e7\/s237e736aee568baf8845ed9a39299fff814efc7b0.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/60\/8a\/s2608afc58b7027b488aa94adb355d688d4a28e73c.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/62\/10\/s26210c30a1f65780b5783ce699fab7fb409fd0ebd.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/43\/be\/s243be2ecfc013bc3c34e34e91b790152e06d2eeca.jpg","title":"Drawing"},{"src":"http:\/\/dpmzdr.infomedia.digital\/files\/b3\/23\/s2b323552446a644447b3de15c1a080f712bd1c3df.jpg","title":"Drawing"}]

Модель (деталка): FK-07

Заголовок (деталка): Freight electric locomotive

Заголовок истории: Chronology

Mnemonic code: 66

Code in external DB source: 392

Name: FK-07

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Russian Railways Museum

Exhibits

Electric locomotives

F<sup>K</sup>-07