ChS5

In 1965, the Škoda national enterprise, also known as the Pilsen Plant named after V.I. Lenin, designed, and in 1966 built, by order of the USSR, two two-system electric locomotives of the ChS5 series (factory designation type 48E ₀ ). It was planned to use electric locomotives of this series as an alternative to docking stations for the transition between the lines of various current systems. However, ChS5 did not go into series, since in the USSR it was the construction of docking stations that was very popular, and where it was economically unprofitable, they began to use domestic two-system electric locomotives VL82 , which appeared in the same year. In addition, in those years there was no effective solution to the problems of high cost, high weight and high cost of operating such locomotives.

The mechanical part of the ChS5 electric locomotive was taken with minor changes from the ChS4 electric locomotive. The most noticeable change is the new hydropneumatic spring suspension. The electrical circuit resembles a four-axis DC electric locomotive, since it has only two engine connections - series (series - all six traction motors in series) and series-parallel (two groups of three series-connected motors in each connected in parallel). When working on direct current, traction motors are powered from the contact network through a current system selector and high-speed switch, on alternating current from two rectifier units powered by a step-down transformer.

The start of the traction engines is rheostatic, while the starting rheostats have individual cooling, which was a novelty in the Czech electric locomotive industry. Motor fans are installed near the rheostat, connected to the rheostat tap, so the voltage on them, and with it the speed of rotation, depends on the strength of the current passing through the rheostat - later this scheme was applied on the start-brake rheostats of electric locomotives ChS2 ^T , ChS6 , ChS7 and brake rheostats of AC electric locomotives ChS4 ^T and ChS8 . There are also four stages of attenuation of the excitation of traction motors. Switchings in the power circuit are performed by group switches - two rheostat stage switches, one connection switch and one field weakening switch. All group switches have a standard Skoda air motor.

In terms of equipment layout (transformer, rectifier units, transformer oil cooler cooling units and smoothing reactors with the slang name "pants"), ChS5 is similar to ChS4 . Auxiliary machines are also almost the same type - motor compressors, two-stage motor fans with impeller diameters of 710 mm for cooling traction motors and motor fans with 425 mm diameter wheels for cooling rectifier plants, etc. The only difference is that the machines have According to some sources, high-voltage collector motors for voltage of 3000 V (which is very unlikely - for traction motors of 1500V with appropriate dimensions due to interlamella voltages, i.e. voltages between different plates in the collar kotre), and not low-voltage at 220 V, as in ChS4.

According to the test results, an excess of the load on the rails (22 tons instead of the planned 20.5 tons) was revealed, and therefore an increase in the braking distance during emergency and service braking and some other shortcomings, which served as the reason for the rejection of the locomotives of this series.

• The article “Electric locomotive ChS5 - the fate of a loner” from the magazine “LOCOTRANS”, No. 10/2005, pp. 35-36

• Experienced electric locomotive ChS5
• Photos ChS5