TG100

The design of the TG100 diesel locomotive was developed in 1958 by the design bureau of the Lugansk plant under the guidance of engineers P.M. Sharoyko , N.A. Turik and Yu. G. Kirillov.

Body, frame and trolleys

Each section of the locomotive had a semi-streamlined wagon body. The body of each section had a welded main frame with a spinal beam. The frame with the help of two pivot and four roller bearings is mounted on two biaxial carts .

The locomotive body is divided into three parts: the driver’s cab, engine room and refrigerator. Control posts are located in front of each section. The engine room is rigid, integral and welded to the main frame. At the rear of the section is a boiler for heating fuel, oil and water.

The frames of the trolleys consisted of cast sidewalls, one pivot and two end beams connected by welding . Roller axle boxes equipped with end stops with rubber inserts were placed in axle box frames. Leaf springs , located inside the sidewalls of the trolley frame, rested on the axle boxes. At the ends, these springs were connected to the frame of the trolley or to the longitudinal balancers through pendants and coil springs . Wheel sets had a diameter of 1050 mm in a circle.

Power plant and auxiliary equipment drive

On the main frame of each section in its middle part, two M751 diesel engines with a capacity of 750 liters were installed. from. each with a total capacity of 3,000 liters. from. Each diesel engine is connected via a cardan shaft to a gearbox mounted on rubber shock absorbers on the trolley frame. In addition, power was taken from each diesel engine to a compressor and an auxiliary alternator . Each refrigerator fan was driven by an asynchronous electric motor , powered by an auxiliary generator.

Traction

The diesel locomotive has a hydromechanical transmission, consisting of a two-line hydraulic gearbox with an integrated torque converter and a three-speed gearbox, a cardan drive and axial gears . Each diesel locomotive with a driveshaft and a pair of gears is connected to a hydraulic gearbox, where the power flow is divided: about 60% of it is given to the torque converter, and the remaining 40% is transmitted to the planetary gearbox through the central wheel. Then both streams are summed up on the gear carrier. The three-speed gearbox, in addition to the constantly engaged gears, is equipped with friction clutches that switch the speed steps automatically, without removing the load from the diesel engine and without operator intervention. Friction clutches are automatically engaged. The speed control of the train was carried out by exposing the spring to an all-mode regulator by means of a steering wheel and a remote drive to four diesels. Reversing was carried out by the operator with the handle of a three-way valve, directing air into the cylinders of the reverser.

Management

The diesel locomotive control consists of three systems: a hydraulic one , which serves for oil supply of the torque converter and gear elements; pneumatic , which serves to power the reverse servos and sandboxes ; electrical, making it possible to remotely control auxiliary control mechanisms in a two-unit system.

The locomotive underwent operational tests for some time, working with trains weighing up to 3400 tons, made an experimental run along the route Lugansk - Moscow - Leningrad and vice versa, and then was transferred to the Dnepropetrovsk Institute of Railway Engineers for training purposes.

• Rakov V. A. Locomotives of domestic railways 1956-1975 // Experienced locomotive TG100 - 001. M.: "Transport", 1999
• Jacobson P.V. History of a diesel locomotive in the USSR // Cargo diesel locomotive with a capacity of 3000 l. from. Lugansk plant. M.:, VIPO MPS, 1960