D ₁ m

The Hungarian Ganz-Mavag plant , along with the Riga Car Building Plant , was one of the main suppliers of diesel trains for the railways of the USSR. The D-series four-car diesel trains produced by the enterprise from 1964 to 1988 were widely operated on non-electrified sections of railways to ensure suburban transportation. Operation of diesel trains of the later numbers of the series revealed insufficient reliability of the factory power train of the HydroGanz HM612-22 type, associated with unsatisfactory operation and breakdowns of 3rd-speed disks. In order to reduce damage to equipment, the Locomotive Department recommended jamming 3rd-speed switching tubes, which limited the maximum speed to 85 km / h. In connection with these circumstances, in the early 1980s, VNIIZhT specialists carried out a set of works to study the possibility of replacing the diesel engine power plant ^[1] . Nevertheless, for one reason or another, the project remained unfulfilled.

In the mid-1990s, due to a lack of funding, the adoption of an import substitution program, and the subsequent cessation of the supply of spare parts from Hungary , the Central Repair Department of the diesel rolling stock proposed replacing the power plant of the D ₁ diesel train with a domestic one. The design and manufacture of hydraulic transmission were entrusted to the Kaluga Engineering Plant, and the diesel engine to the Zvezda Plant. The project was led by VNIIZHT (A. G. Volpert), from the Design Bureau of Locomotive Economy - E. L. Dubinsky, from KMZ - V. M. Omelchenko, from the Zvezda Plant - Chief Engineer Konovalov, from the Locomotive Economy Department - V A. Zabotin ^[2] .

The modernization project of the design and design bureau TsT DP DP256.00.00 provided for the replacement of the factory hydromechanical transmission type НМ612-22 with the hydrodynamic type ГДП 750/201 and the factory diesel type 2VFE 17/24 with the diesel type М773А (12ЧН 18/20) ^[2] .

In 1995, according to the DP256 project, the first diesel train, D1-728, was modernized at the Velikoluksky locomotive- car repair plant . Work on modernization took place with significant difficulties. The hydrodynamic transmission of the Kaluga plant was not unified with the diesel engine train truck to a sufficient degree, and therefore did not quite fit into its geometry. The insufficient reliability of the design of the coupling led to its destruction during operation; The Kaluga plant manufactured three alternatives, but they also turned out to be inoperative; as a result, the coupling was manufactured at the Zvezda factory. Problems were found with the starter and the optimal design of the oil deflector in the exhaust system. As the driveshaft, the elongated driveshaft of the TGM3 diesel locomotive was used ^[3] .

After the modernization, the D1-728 diesel train passed a series of tests at the VNIIZhT experimental ring in Shcherbinka. After successful trials ending May 14, 1996 , on July 18 of the same year he was sent for trial operation at the Smolensk depot.

Subsequently, by decision of the Moscow Railway, several more D ₁ posts of Smolensk depot were modernized at the Velikoluksky plant. After modernization, diesel trains D ₁ received the designation D ₁ m; the “m” index indicates modernization and is accepted in the documentation, however, it was not always applied to cars. Numbering D ₁ and D ₁ m through. Following the Moscow railway, several trains of the Oktyabrskaya and Southeast railways were modernized: D ₁ -728 (1995, Moscow); D ₁ -615 (1996, Moscow); D ₁ -613 (1997, Moscow); D ₁ -635 (1997, Moscow); D ₁ -633 (1997, Moscow); D ₁ -548 (1998, Moscow); D ₁ -577 (1998, Southeast); D 1-597 (1998, Southeast); D ₁ -600 (1998, October); D ₁ -636 (1998, Moscow); D ₁ -805 (1998, Moscow); D ₁ -720 (2000, October); D ₁ -481 (2002, Moscow); D ₁ -614 (Moscow); D ₁ -648 (Moscow); D 1-727 (Moscow), a total of 16 cars ^[3] .

It was decided to concentrate un-upgraded D ₁ in the Uzlovaya depot (ТЧ-35) , and the modernized ones in the Smolensk depot (ТЧ-42) . For a number of reasons, in particular, because of the transfer of ACh2 car trails from the Fayansovaya depot to the Smolensk depot, the D ₁ m fleet was sprayed in the following years, and many Smolensk D ₁ m fell into the Uzlovaya depot, where they quickly ceased to exist due to the fact that the repair the staff was not familiar with non-standard diesel and hydraulic transmission. In 2006-2007, D ₁ m-728 and D ₁ m-805 underwent repairs with modernization of the cabin in accordance with the increased comfort requirements at the Steklomash plant ( Orekhovo-Zuevo ) and continued to work in the Smolensk I depot; in May 2010 they were transferred to the Novomoskovsk I depot, but were not commissioned, decommissioned in November 2011 ^{[4] [5]} .

D ₁ m-548 in 2004 passed the Kyrgyz Republic at the Daugavpils Locomotive Repair Plant , in 2009 it was repaired at the Novomoskovsk depot with the replacement of the passenger compartment ^[6] .

D ₁ m-720 in 2001 at the production site of the St. Petersburg-Passenger-Moscow locomotive depot was converted into a service one, it is used as the motris of the deputy chief of the October Railway ^[7] .

In 2008, overhaul in the amount of KR-2 was held by diesel trains D ₁ -749 and D ₁ -750 of the registration depot Uzlovaya. In addition to the complete overhaul of the diesel engine, hydromechanical transmission and other components, the body and interior trim were replaced - the wooden windows were replaced with double-glazed windows , the wooden sofas were replaced with plastic ones with an individual velor insert.

Upgraded trains received conflicting ratings. Along with the greater power of the power plant, the low quality of components and performance, the greater complexity of servicing the M773A diesel in comparison with 12VFE 17/24, the low reliability of the hydraulic distributor 750/201, the problems with air intake for the diesel engine, the low reliability of the relay, the speed limit, etc. d. ^[3]

As of 2012: D ₁ -728 decommissioned 2011; D ₁ -615 decommissioned 2010; D ₁ -613 decommissioned 2006; D ₁ -635 decommissioned 200 ?; D ₁ -633 decommissioned 200 ?; D ₁ -577 written off 200 ?; D ₁ -597 decommissioned 200 ?; D ₁ -600 decommissioned 200 ?; D ₁ -636 decommissioned 200 ?; D ₁ -805 decommissioned 2011; D ₁ -481 decommissioned 2009; D ₁ -614 decommissioned 2010; D ₁ -648 decommissioned 200 ?; D 1-727 written off 200 ?. 2 diesel trains D ₁ m were saved: D ₁ -720 works as an official; D ₁ -548 does not work ^[8] .

The main parameters for a diesel train D ₁ m ^{[9] [10]} :

• Weight :
  • Trains - 274 tons;
  • Motor car - 68 t;
  • Trailer car - 37 t;
• Length along the axes of automatic couplings :
  • Trains - 99,080 mm;
  • Motor car - 25,000 mm;
  • Trailer car - 24 540 mm;
• The number of seats - 400;
• The hourly power of the main diesel engines is 2 × 603 kW;
• Structural speed - 105 km / h;
• The load from the moving wheelsets - 17 tf;
• The minimum radius of passable curves is 100 m;
• Fuel capacity - 2 × 1200 l;
• The supply of sand is 2 × 160 kg.

GDP750 / 201 hydraulic transmission - overflow, has 2 torque converters . The automatic control system is electropneumatic two-pulse. The power consumed by the hydraulic transmission at a nominal speed of rotation is 551.5 kW (750 hp). The nominal speed of the input shaft of the hydraulic transmission is 1400 rpm. The rated voltage in the control circuits is 50 V. The mass of the hydraulic transmission is 2600 kg ^[11] .

The M773A diesel engine (12CHN 18/20) is a four-stroke, twelve - cylinder V-shaped, with gas turbine supercharging from one turbocharger . At a shaft rotation frequency of 1400 rpm, the diesel power is 750 liters. with. (603 kW). The cylinder diameter is 180 mm, the piston stroke is 200 mm, and the maximum crankshaft speed is 1440 rpm. The mass of dry diesel is 2000 kg. Specific fuel consumption - 167 g / l. S. · h (208 g / kW · h) ^[12] .

With the exception of the power train and diesel, the design of the diesel train remained unchanged.

Diesel train maintenance is a set of works to maintain the train in a state of technical serviceability and operational readiness. In accordance with the instruction of Russian Railways OJSC No. 622r dated April 6, 2006, the frequency of maintenance of a diesel train D ₁ m was established: in the amount of TO-1 - upon acceptance and delivery of the train; in the amount of TO-2 - no more than 48 hours; in the volume of TO-3 - no more than 10 days.

Repair of a diesel train includes a set of works to restore the serviceability and operability of the train. In accordance with the same order, the frequency of the current repair of the diesel train D _{1 was} established: in the volume of TR-1 - 2 months; in the amount of TR-2 - every 90,000 km, but not more than 9 months; in the amount of TR-3 - every 180,000 km, but not more than 18 months. The frequency of overhaul was established: in the amount of KR-1 - 720,000 km, but not more than 4.5 years; in the volume of KR-2 - 1,440,000 km, but not more than 9 years ^[13] .

• Rakov V. A. Autonomous cars and trains // Locomotives of domestic railways 1956-1975. - M .: Transport, 1999 .-- S. 298-300. - ISBN 5-277-02012-8 .
• Fateev N. D1M. History of modernization (unopened) (inaccessible link) . Date of treatment July 15, 2012. Archived on August 17, 2012.
• Fateev N. Upgraded D1M diesel trains (train number, year of modernization, road) (unopened) (inaccessible link) . Date of treatment July 15, 2012. Archived on August 17, 2012.
• Photos of diesel trains D ₁ m (neopr.) . Archived on April 8, 2013.