Steam locomotive type 2-4-0, series M("Marusya") - a 3-cylinder passenger steam locomotive, produced from 1930 to 1930 to serve the main passenger areas of the USSR railway network. Prior to being replaced by steam locomotives of the IS series, it belonged to the category of passenger steam locomotives of high power.

History of the locomotive

Initially, the design speed of the locomotives was set at 70 km/h, but then, at the suggestion of the NKPS Traction Department (TsT NKPS), it was increased to 90 km/h.

Steam locomotive M r

During the operation of steam locomotives, significant shortcomings were revealed: frequent boxing, due to a mismatch between the power of steam engines and the coupling weight; side rolling, hard blows of the boiler on the frame; a rapid increase in the local rental of the rim of the driving wheel pair due to a significant inclination of the axis of the middle cylinder; restless running, breakdown of parts of the internal machine and breakdown of the drawbar mechanism, significant impact on the track due to the breaking trajectory of the middle connecting rod and crank; insufficient dimensions of the ash pan and the volume of the furnace due to the location of the boiler above the coupling wheels.

Despite the large evaporation surface of the boiler and the area of ​​the grate, three cylinders lacked steam at high speeds. The drivers were forced to use unfavorable combinations of cut-off and regulator opening.

All this forced the release of the M series to be stopped, to reduce the speeds of passenger trains included in the schedule, and then to remove the M series from the main line Moscow - Sevastopol to sections with lower speeds (to the Ryazan-Ural, Samara-Zlatoust roads and to the Zlatoust depot Perm road).

In 1930, the Research Institute for Traction Reconstruction accepted the project proposed by engineer D. F. Terenin to convert the M series steam locomotive into a two-cylinder one. At the same time, the outer cylinders did not change, and in order to compensate for the decrease in traction force, the steam pressure increased from 13 to 14.5 kgf / cm². The crank axle was replaced by a straight one, and all parts of the middle cylinder were removed.

The NKPS accepted the project in 1931, and in 1933 the Voroshilovgrad steam locomotive building plant manufactured two driving wheelsets with straight axles, they were pumped up for the M160-59 and M160-81 steam locomotives, converted at the Poltava and Voronezh steam locomotive repair plants. The converted locomotives arrived at the depot Saratov-2 of the Ryazan-Ural road.

The test results of the converted steam locomotives turned out to be satisfactory: the locomotive stopped breaking the track, its course became calm and smooth, boxing became noticeably less; due to the balance of the machine and the boiler, fuel consumption was reduced and speed increased. In connection with this

The question of a more powerful and high-speed passenger locomotive with three twin wheelsets was raised as early as 1934. Two ways were outlined. Either radically rework C y, making it a complete modernization, or move on to completely new types. At the Kolomenskoye plant in 1934 were developed draft designs locomotives 2-3-1 with grate 5 m 2, 1-3-2 and 2-3-2 with a 6.5 grid m 2. The last of them, i.e. 2-3-2, as deserving the most attention, was subjected to lengthy discussion, and by 1935 it was developed technical project. The diameter of the wheels was then taken equal to 1850 mm, suitable for speeds 120-130 km/h. The NKPS insisted at first on four paired wheelsets, but then agreed on three wheelsets, setting the condition for raising the speed to 140 km/h.

The project was redone for a wheel diameter of 2000 mm. After its consideration by the NKPS, it was decided to increase the speed to 150 km/h. For such a high speed, the plant designed the roller axle boxes of the bogies and the roller heads of the connecting rods and twins on the drive pin with a corresponding alteration of the project. At the same time, I had to proceed from 400-440 rpm. driving wheels and 900 rpm. - supporting.

In case of insufficiency of the coupling weight, the installation of an auxiliary machine (booster) was provided.

Due to the fact that in 1936 the plant was busy building condenser tenders, the construction of high-speed 2-3-2 steam locomotives was delayed until 1937. The first 2-3-2 steam locomotive was built for the 20th anniversary of the Great October Socialist Revolution, and the second - by May 1938 (figs. 72, 73).

Both locomotives 2-3-2 were transferred to the Oktyabrskaya railway. e. In April 1938, the first steam locomotive 2-3-2 during an experimental trip reached a speed of 170 km/h. In the summer of the same year, after the second steam locomotive arrived on the road, traction and track tests began on the Spirovo - Kalinin section. Traction tests were carried out with the first locomotive, and track tests with the second.

For traction tests, a special passenger train set on roller bearings was equipped. In June - July, trips began with average speeds over 100 km/h. The experiments were led by Prof. A. M. Babichkov. The authors of the project headed by L. S. Lebedyansky participated from the Kolomensky Plant.

Bringing the average speed to 150 km / h was hindered by a curve with arrows located on it at the Gateway stop point, the passage through which the track service was limited to 100 km/h. After a series of disputes, the restriction was lifted. After that, an average speed of 150 was reached. km/h and maximum -170 km/h. When passing the stopping point Gateway at a speed of 150 km/h some inclination of the wagons was noticed.

At such a high speed, first achieved in the USSR, the 2-3-2 steam locomotive showed exceptionally high quality. With the full opening of the regulator and filling 0.4, the specific steam consumption per tangential l. s./hour fluctuated between 6-7 kg. This was the first time such economical work had been achieved. Thus, two records were simultaneously set.

On August 31, 1938, a steam locomotive with three cars, one of which was a dynamometric one, passed the Spirovo - Kalinin section with an almost continuous speed of 160 km/h. Regulator opening and filling were the largest. Speed ​​at 150 km/h, established as the limiting constructive, was achieved quite satisfactorily both in terms of the dynamics of the locomotive, and from the side of track observations.

Overheating reached 460 °, which created some difficulties in lubrication. Blue rolling pins were observed and there was a case of burning grease under the cylinder lining. There were cases and disorders of the elements of the superheater.

Journeys at speeds below 100 km/h were carried out on the Butovo ring.

When designing a high-speed steam locomotive, the plant had to approach many issues in a completely different way than when designing steam locomotives for ordinary speeds. For example, the driving mechanism had to be calculated not by the force of steam, but by the forces of inertia. The use of forged parts, stamping and high-quality steels reduced the weight of the mechanism by 100-120 kg. During the construction of steam locomotives, it was necessary to balance the cast running wheels to eliminate the errors made during casting by drilling out individual casting points. Here experience was used in balancing turbines used in tenders condensers.

In operation on the Oktyabrskaya railway. d. locomotives 2-3-2 have proven themselves with the best side. During the period from 1938 to 1940 they made a run of 170,000 km.

A case was noted of the delay of the Red Arrow express from Leningrad to Bologoye with an ordinary steam locomotive C y for two hours. When changing the locomotive in Bologoye, the 2-3-2 steam locomotive attached to the train overtook this time from Bologoye to Moscow, delivering the express on time and covering a distance of 330 km in 3 hours., driving an express train at a speed of up to 140 km in hour.

It should be recalled that this was the second such case. Back in 1933, the same surge was achieved with the steam locomotive IS, which passed a series of hauls at a speed of 140 km/h.

The construction of high-speed steam locomotives, so brilliantly begun in the USSR, was interrupted by the war. Scheduled order for Oktyabrskaya railway. etc. ten more such steam locomotives did not take place. This plan has been deferred until the railroad has fully recovered from the damage caused to it by the war.

In 1946, both locomotives returned from evacuation from the eastern regions of the country. They were put in order by the factory. To eliminate problems with lubrication and reduce the degree of overheating, the plant replaced four-pipe elements with two-pipe ones. Superheat was lowered to 420°. On the second steam locomotive, a small-fire tube superheater was used from the very beginning. Brake pumps, coal feeders were replaced, streamlined hoods were removed, brakes were removed from the front and rear bogies and a booster was removed from the first locomotive (it was not supplied to the second).

All these accessories temporarily turned out to be unnecessary, since, due to the state of the track, steam locomotives are forced to work at speeds of 70 km/h.

When weighing the locomotive in such a light form, the loads on the wheel sets ended up in the front bogie, 12 t, for driving - 19 t, and rear - supporting-17 t.

When checking the calculation of the brake, the braking coefficients set for a speed of 160 km/h and equal for bogies - 80%, driving wheelsets - 70%, with an average coefficient of a steam locomotive and a tender of 65.5%, due to the temporary impossibility to realize such a speed, they turned out to be unnecessarily high. The brake cylinders were equipped with safety valves. This was the reason for the removal of the brakes from the carts. The question of the brakes of high-speed steam locomotives should be considered unresolved for the time being, but in the future, when the question of high speeds again matures, it will be finally resolved.

As for the service life of completely new parts of the locomotive, i.e., roller bearings, it turned out to be quite satisfactory. The same results were given by needle bearings in the joints of steam distribution mechanisms.

This successful experience was subsequently used in the construction of new steam locomotives 1-5-0 L.

The steam locomotive 2-3-2 as a type deserves the greatest attention and for speeds up to 120-130 km/h, with a wheel diameter of 1850 mm. At load 20 t from the wheelset, it would find wide application on our railways, replacing the steam locomotive C y.

The second type of high-speed steam locomotive 2-3-2 was built in 1938 by the Voroshilovgrad plant in the amount of one prototype (Fig. 74). The steam locomotive is designed for even more high speeds than the Kolomna steam locomotives, namely, by 180 km/h. In this steam locomotive, the Voroshilovgradsky plant used a boiler and an IS steam locomotive engine. Wheel diameter accepted 2200 mm. This locomotive is somewhat more powerful than the Kolomna 2-3-2. It is in operation at the Moscow Oktyabrskaya railway depot. where he works together with Kolomna 2-3-2. The fuel consumption of this locomotive is higher than that of the Kolomna locomotives, but this is not typical, since both types of 2-3-2 locomotives are now far from fully using their capabilities. It is impossible to say now which of these types belongs to the future, since the Voroshilovgrad one is still far from being studied, and the Kolomna one has already shown exceptionally high qualities, thanks to which it can be considered so far the best Soviet passenger steam locomotive.

HISTORY OF THE RUSSIAN PAROVOZO

The steam locomotive is one of the most amazing machines created by man. It combined metal, fire, air and water.

In 1762, the world's first twin steam engine of the Russian inventor I. I. Polzunov became the predecessor of the steam locomotive.

The first steam locomotive in Russia was built by father and son E.A. and M.E. Cherepanov in 1833, two years ahead of the construction of the first steam locomotive in Germany. It favorably differed from foreign steam locomotives by original successful design solutions. This steam locomotive carried up to 3.2 tons of cargo at a speed of about 16 km/h, the second steam locomotive, built in 1835, could already carry a load of a thousand poods (16.4 tons) at a speed of 16.4 km/h.

Cherepanovs steam locomotive

However, steam locomotives for the first Russian railway between St. Petersburg and Tsarskoye Selo, opened for public use in 1838, were ordered from abroad. Only the construction of the St. Petersburg-Moscow railway, begun in 1843, was the basis for the beginning of the Russian steam locomotive building. The first steam locomotives for this railway were built by the Aleksandrovskiy Zavod in 1845 - commodity type 0-3-0 (later a part was converted into type 1-3-0 - for the first time in the world) and passenger type 2-2-0.

Commodity locomotive type 0-3-0

Passenger steam locomotive type 2-2-0

Already in the mid-60s XIX century in Russia, the rapid construction of railways begins, which, accordingly, leads to an increase in demand for steam locomotives. In 1868, the government enters into contracts with a number of Russian factories. In 1869, the construction of steam locomotives began at the Kolomensky and Kamsko-Votkinsky plants; in 1870 - at the Nevsky and Maltsevsky plants; in 1892-1900 - in Bryansk, Putilov, Sormovsk, Kharkov and Lugansk.

Domestic locomotive building had its own way of development. The Russian school of locomotive building was formed. Outstanding Russian engineers and designers A.P. Borodin, E.E. Noltein, V.I. Lopushinsky and others created a number of new types of steam locomotives and introduced many improvements to them.

In 1878, the world's first passenger steam locomotives with a front bogie were built at the Kolomna Plant, which contributed to improving the safety of train traffic. Abroad, such steam locomotives appeared only in 1892. Steam locomotives with four moving axles, which appeared in Russia back in the 60s XIX century, continuously improved and by 1893 were widely used on the railways.

Steam locomotive type 0-4-0 series O V

In 1891, for the first time in the history of steam locomotive construction, a steam locomotive with steam condensation was built.

Tank locomotive type 44

At the end of XIX century, Russian engineers were the first in the world to use superheaters. In the same period, the first two-fold expansion of steam was used on steam locomotives. The principle of unification and interchangeability of parts and assemblies in steam locomotives was substantiated and used. The construction of articulated steam locomotives was organized - long before their appearance in America.

Steam locomotive of the Fita series

At the end of the 19th century, the foundations of the doctrine of train traction were laid, which was turned by Russian and Soviet scientists into a science that makes it possible to accurately calculate the mass of a train, its speed and time of movement, determine the braking distances depending on the track profile and the provision of the train with brakes, and solve many problems. tasks related to the use of power and traction characteristics of locomotives.

By the beginning of the 20th century, Russia was completely freed from foreign dependence in the field of steam locomotive construction. By the same time, many remarkable constructive forms of Russian steam locomotives were created, the further development of which led to the most advanced models of steam locomotive construction.

From 1898 to 1917 Russian factories built 16,064 locomotives. The locomotive fleet of pre-revolutionary Russia was notable for its unreasonably large diversity. Therefore, in 1912, a circular of the Railway Department of the Ministry of Communications introduced for the first time an alphabetic designation system for series of steam locomotives for both state-owned and private railways. So, according to it, all old commodity steam locomotives with 3 moving axles (types 1-3-0, 0-3-0, 0-3-1) received the designation of the T series (three-axle), type 0-4-0 issued to "normal type" steam locomotives - Ch (four-axle), "normal type" steam locomotives - O (main), etc.

The Soviet period of locomotive building dates back to December 1920, when a five-year plan for the restoration of the locomotive economy was adopted.

In 1925, a new passenger locomotive SU was designed and built, which was one of the best passenger locomotives.

Steam locomotive S U

Starting from 1926, over a long period, improved and reinforced freight locomotives EU, EM and ER were built at steam locomotive plants.

Steam locomotive E U

Steam locomotive E M

Steam locomotive E R

In 1931, the most powerful freight steam locomotive of the type 1-5-1 of the FD series was created in Europe, and in 1932, serial construction of these steam locomotives began at the Voroshilovgrad Locomotive Plant.

Steam locomotive FD

At the beginning of 1932, a project was developed and a powerful passenger steam locomotive of type 1-4-2 of the FDP series was built.

In 1934, a steam locomotive of type 1-5-0 of the CO series was built. Steam locomotives of this series were built at various factories until 1950. They were widely used on the road network.

Steam locomotive CO

In the post-war period of steam locomotive building in the USSR, two serial types of freight locomotives with five coupling axles in a rigid frame with an axle load of 18 tons were produced: steam locomotives 1-5-0 of the L series and 1-5-1 of the LV series with an estimated traction force of 221, respectively, 5 and 231.5 kN.

Steam locomotive L

Steam locomotive L V

In 1950, the first experienced powerful passenger steam locomotive of the 2-4-2 (P36) type was produced, which has high performance. Several of these steam locomotives were built in 1953, and in 1955 their mass production began.

Steam locomotive P36

In view of the low efficiency, the construction of steam locomotives in our country has been discontinued since 1956.

Until 1957, up to 400 types of steam locomotives were developed, built and operated on the country's railways.

In terms of efficiency and power, a steam locomotive is inferior to a diesel locomotive and an electric locomotive, but it significantly surpasses both in terms of endurance and unpretentiousness. The steam locomotive is able to withstand 400 percent of overloads relative to the design power, and sometimes it can be heated with completely unthinkable types of fuel, for example, raw aspen firewood, and during the civil war, it happened, and dry roach. Repair of a steam locomotive costs much less than a diesel locomotive or an electric locomotive; coal and fuel oil are much cheaper than electricity and diesel fuel. It was these qualities of the steam locomotive that largely determined the uninterrupted operation of the railways during the Great Patriotic War.

The steam locomotive remains one of the unique technical creations of mankind, which reigned supreme in railway transport for more than 130 years. In connection with energy problems, interest in solid fuel locomotives does not weaken even at the beginning XXI century. In many countries, steam locomotives-monuments are preserved, retro trains with steam traction are popular. Part of the locomotive fleet is in reserve; if necessary, the performance of the locomotives can be restored.

Interesting facts about steam locomotives

The most reliable

It was this locomotive that was assigned the OV series in 1912. The new steam locomotive turned out to be a trouble-free machine, easy to repair and maintain. The omnivorous "sheep" could be heated with coal, fuel oil, firewood and peat. Until 1925, the "sheep" was used both for train and shunting work.

In the next decade, in connection with the general renewal of the USSR locomotive fleet, it was transferred to secondary lines, and from the mid-30s, OV steam locomotives were used mainly for shunting and industrial transport. In the new role, these locomotives worked until the mid-50s.

Most straight forward

The beginning of the 20th century was a peak in the history of the development of steam locomotive construction. Not surprisingly, each country tried to overtake opponents in speed, power and size. The then young USSR did not lag behind its neighbors and in 1934 produced a 21-meter locomotive of the AA series (“Andrei Andreev”) - the only “trunk driver” in the world with seven moving axles on a rigid frame against the usual five (there were 11 axles in total). The locomotive was huge in all respects, and, in fact, it was his undoing. He walked well in a straight line, but he did not work out with curves from the very beginning - he upset the tracks on bends and derailed on switches. In addition, it was problematic to even “tighten” a colossal car anywhere: “AA” simply did not fit on turning circles and in the stalls of locomotive depots. Therefore, almost immediately it was laid up, and in the 1960s it was ingloriously cut into metal.

The most massive

The Russian, and later the Soviet E-class steam locomotive became the most massive locomotive in the history of steam locomotive construction. The first machines of this type went on rails as early as 1912, the last, already significantly improved, in 1957. Moreover, not only six domestic, but also more than two dozen foreign factories worked on the production of "Eshaks". The locomotive turned out to be very unpretentious and worked both on freight and on passenger traffic. In just 45 years, more than 11 thousand of these steam locomotives were produced - none of the competitors can boast of such mass production. And although it is unlikely that you will be able to see the Ashes on the line now - perhaps, on a pedestal - you can see them on the go in many films, from The Elusive Avengers to The Admiral.

Most Unique

The steam locomotive "IS" - "ISka" became the pride of the Soviet steam locomotive industry - at the time of its creation it was the most powerful passenger steam locomotive in Europe, and it was he who won the Grand Prix at the World Exhibition in Paris in 1937. It was "IS" that drove the "Red Arrow". And it was the "Stalins" that were the fastest, accelerating to 115 km / h, and in a streamlined casing - up to 155 km / h. At the same time, the "IS" had its own peculiarity: it was strongly unified with the FD freight locomotive - "Felix Dzerzhinsky", which greatly simplified its repair and operation. As a result, the steam locomotive "IS" was assigned to the "FD" series: in 1962, at the height of the struggle against the cult of personality, all "IS" were renamed into "FDP" with the prefix "passenger".

The heaviest

The P38 steam locomotive is the heaviest steam locomotive in the history of Soviet steam locomotive construction (and, taking into account the weight of the tender, in the history of all Soviet locomotives), the service weight of which with the tender was 383.2 tons with a length of 38.2 m. The series was limited due to the cessation of the production of steam locomotives in our country - only 4 freight locomotives produced in the USSR in 1954-1955. The length of the locomotive is 22.5 m and the tender is 15.7 m;

Kolomna Engineering Plant under the leadership of engineers L. S. Lebedyansky and M. N. Shchukin in 1935 - 1936. developed a project for a new high-speed passenger locomotive with a driving wheel diameter of 1850 mm and a design speed of 130 km/h. Subsequently, the diameter of the driving wheels was increased to 2000 mm, and the design speed was increased to 150 km/h. Having concluded an agreement with the NKPS, the plant began the construction of two experimental steam locomotives of this type. The first of these locomotives was built on the 20th anniversary of the Great October Socialist Revolution - November 7, 1937. It was equipped with a wide-tube superheater L40, located in 40 flame tubes.
In order to reduce the resistance to the movement of a steam locomotive from the air, to overcome which, at a speed of 150 - 160 km / h, a power of 400 - 450 liters is required. c, the 2-3-2 steam locomotive was covered with a streamlined hood and had a minimum number of protruding parts. This reduced the resistance of the locomotive as a wagon by about one third. The use of front and rear supporting bogies ensured the safe movement of the locomotive in curves at high speeds and made it possible to place a powerful boiler. To reduce weight, the boiler was made without an afterburner; welding was widely used in its manufacture.

The weight of the progressively moving parts of the machine due to the use of alloy steel, stamped pistons and forged sliders turned out to be less than that of the C-series steam locomotive.
In order to achieve economical operation of the steam engine at high speeds, the cylinders of the 2-3-2 type locomotive were made with large steam passages. For quick acceleration of the train, additional large-section channels were made in the spool bushings, which made it possible to increase the filling up to 85%. These channels were automatically blocked at small fillings. In order to reduce weight and increase the strength of the wheels, their centers were made in the form of two disks. The frame of the locomotive was of a bar type with steel cast inter-frame fasteners; the front support of the boiler was one piece with the cylinder blocks. Equipping all wheel sets with brakes made it possible to bring the total braking coefficient of a 2-3-2 locomotive together with a tender to 65% against 25-30% for conventional locomotives.
When designing and building a steam locomotive of the 2-3-2 type, the task was to increase the ease of operation and facilitate maintenance. On the locomotive, roller bearings were used for running, supporting and tender wheelsets, solid lubrication of axle boxes for coupling axles. The use of needle bearings in the joints of the steam distribution mechanism and solid lubricants in the bearings of the coupling drawbars significantly improved the operating conditions of the steam locomotive.
In May 1938, the Kolomna Machine-Building Plant produced the second steam locomotive of the 2-3-2 type, which differed from the first in its superheater: it was equipped with an Elesko-E superheater, like the steam locomotives of the FD20 and IS20 series. This was done to compare two types of superheaters. The evaporating heating surface of the boiler of the second steam locomotive of type 2-3-2 was 279 m2, the heating area of ​​the superheater was 146.4 m2.
During the operation of two steam locomotives of the 2-3-2 type, it was once again established that the superheater of the L40 type significantly improves the thermal performance of the steam locomotive.
On April 24, 1938, when following a single steam locomotive, a speed of 160 km / h was reached, and on June 29 of the same year, on the Likhoslavl - Kalinin section, a steam locomotive with a train of 14 axles reached a speed of 170 km / h.

In the summer of 1938, the Research Institute railway transport carried out traction and heat engineering tests of the first steam locomotive of the 2-3-2 type, as well as track and dynamic tests of the second steam locomotive. At a speed of 149.2 km / h, a steam locomotive of type 2-3-2 No. 1 developed a power of 3070 liters. With. When the regulator was fully opened and filled with 0.4, the specific steam consumption per tangential horsepower-hour for a steam locomotive of type 2-3-2 was 6.7 kg, i.e., less than for all previously built steam locomotives. Experimental trips with speeds up to 100 km/h were carried out on the experimental ring of the Research Institute.

After testing was completed, steam locomotives of the 2-3-2 type worked on the Moscow traction section of the Oktyabrskaya Railway, serving courier and fast trains until the start of World War II.

Steam locomotive 2-3-2K with the train "Red Arrow"

The maximum speed and, consequently, the power of these locomotives were not fully used, since they drove trains according to the schedule drawn up for the Su series steam locomotives. The war prevented the planned construction of 10 steam locomotives of the 2-3-2 type for the Oktyabrskaya Railway, which would make it possible to draw up a train schedule taking into account the traction capabilities of these locomotives and significantly increase the speed of movement. Steam locomotives of the 2-3-2 type made it possible to deliver the Red Arrow express from Leningrad to Moscow or back in 8 hours and fast trains in 10 hours. passed the section Bologoe - Moscow (331 km) with a steam locomotive of the 2-3-2 type in 3 hours.
In 1940, the Kolomna Machine-Building Plant installed a booster on the axle of the rear bogie of the steam locomotive type 2-3-2 No. 1. This made it possible to increase the traction force when starting off and move on the slopes at speeds up to 50 - 55 km / h.
Since steam locomotives of type 2-3-2 began to operate at a speed of no more than 70 km / h after the war, streamlined hoods, brakes from the front and rear bogies, as well as a booster from steam locomotive No. 1 were removed from them. The total mass of a type 2 steam locomotive -3-2 in working order after "lightening" was equal to 115 tons, and the coupling - 57 tons. In 1949, Trofimov system spools were installed on steam locomotives.