Jet train of the USSR. jet train

29.05.2019

Technical solutions, embodying both simplicity and paradoxicality, inexplicably excite the imagination. They seem to give a long-awaited answer to the questions that have been sitting in us since childhood: “What will happen if ???” About what will happen if you put on Railway carriage jet engine, in theory we already knew, but we so wanted to meet with the visible memory of this experiment that a small delegation of "PM" went to the glorious city of Tver

America, 1966 The M-497 mobile laboratory was created on the basis of the Budd RDC3 diesel railcar. As a traction plant, engines from the Convair B-36D bomber were used.

Aircraft car The Soviet high-speed laboratory car (1970) was built on the basis of the ER22 electric train car and equipped with engines from the Yak-40

Reality and dream Monument in honor of the anniversary of TVZ

Today, the Tver Carriage Works (TVZ) is a modern enterprise with a large clean area, renovated workshops and very friendly employees. Chief designer enterprise, Ivan Sergeevich Ermishkin took the time to talk with the editor of "PM" about one of the most original cars in the history of Russian railways.

Turboelectric

“This story began in the late 1960s - early 1970s, when the Kalinin Carriage Works was tasked with developing a train that could move at a speed of about 200 km / h, mainly for operation on the Moscow-Leningrad route, - tells I.S. Yermishkin. — But before proceeding with the design of the locomotive and cars, it was necessary to study the interaction of the rail and the wheel at high speed, as well as to find the basic Constructive decisions, which could be embodied in the trains of the future. This is how the idea of creating a high-speed laboratory car (SVL) came about.”

For simplicity and purity of the experiment, we decided to abandon the wheel as a mover and go more simple way, which was prompted by foreign experience (more on that later). At the suggestion of the aviation design bureau A.S. Yakovlev, a pair of AI-25 turbojet engines from the Yak-40 aircraft with a thrust of 1500 kgf each was installed on the car. To speed up the work, a serial head car from the ER22 electric train on a pneumatic spring suspension was used as the basis for the laboratory. At the same time, its nose was modified, and with the help of a special lining, it was given a streamlined shape. The engines were placed above the driver's cab, and in order to protect the roof from the effects of hot gases, they installed protection in the form of a screen made of heat-resistant steel. In the salon part of the SVL, a laboratory was set up with measuring instruments. During the tests, which were carried out mainly on the straight section of the Pridneprovskaya railway in 1971-1975, the train showed a record speed of 249 km / h for the 1520 mm gauge (according to other sources - 274 km / h).

However, the value of experiments with SVL was not limited to finding out the limits of the car's speed capabilities. According to the test results, research institutes involved in the development of the chassis for rolling stock high-speed trains obtained a wealth of experimental material. These data were soon used in the design of the Russkaya Troika (TVZ) and ER-200 (Riga Carriage Works) trains. Until recently (February 2009), the ER-200 was operated on the Moscow-St. Petersburg line.

Unfulfilled hopes

So was the jet engine just a temporary solution for purely research purposes, or was it predicted a different future? “Yes, the SVL was used exclusively as a laboratory,” explains I.S. Yermishkin, - however, many at heart believed that one day jet-powered locomotives could be used to transport passengers and goods. As you know, it was eventually decided to abandon this idea. Why? There are quite compact electric motors, and with their help, trains could already develop speeds that were quite suitable for the needs of high-speed highways (the same ER-200). At the same time, it should be taken into account that the use of a jet engine on the railway creates serious engineering problems that require the restructuring of the entire track infrastructure. In particular, the path must be completely concreted - the use of a gravel ballast layer is excluded, since the jet stream will raise stones and dust into the air, and this is fraught with backfire. The second disadvantage is high level noise generated by a jet engine. One of the advantages of the train over the plane is, as you know, that it arrives at the station located in a residential area, and they try to build airports away from settlements. But jet trains would also have to be removed from their homes, that is, new tracks and stations would have to be created for them, from where cities and towns would have to be reached by car.”

At the same time, no one considers SVL a dead end branch of design thought. Each experimental machine, even not put into operation, left something useful "inheritance" to future designs, and testing a jet car was a natural step towards creating reliable and safe passenger trains.

In August 2007, the Nevsky Express, which ran between Moscow and St. Petersburg, derailed at a speed of 180 km / h after undermining the track on the train route. About 400 m, the express "counted the sleepers", extinguishing a huge kinetic energy, then four cars turned over. At the same time, during the movement, the cars retained their integrity, even the intra-car longitudinal glass partitions did not break. And most importantly, no one died. The cars for the Nevsky Express were created in the late 1990s at TVZ, and, according to the plant, the relatively successful outcome of the crash is largely the merit of those who designed the rolling stock, as well as those whose experience the designers relied on.

American predecessor

In the mid-1960s, American railroads began to decline, unable to compete with both increasingly affordable passenger aviation and by car, which felt at ease on the rapidly developing interstate highway network (that is, connecting the states). In this situation, one of the largest American carriers - the New York Central railway company - decided on an experiment that, if successful, would allow him to lay out a new trump card in front of the hesitant passenger - speed! In the summer of 1966, the company's management set itself technical center in Cleveland, Ohio, to build a mobile laboratory to investigate the feasibility of high-speed traffic on the New York Central lines. For the development and preparation of the project, its leader, Don Wetzel, was set a truly “Stalinist” deadline: he had to meet only 45 days!

Wetzel was clearly no stranger to extreme sports - after all, he had a service in the Corps behind him marines USA, where he also managed to get a pilot's license. However, having descended from heaven to earth and having come after the army to work in a railroad company, Don became one of the last engineers in America who had to serve steam locomotives. A meeting with the past, as it turned out, promised a breakthrough into the future. Now, 16 years later, Wetzel had to take control of a locomotive of a hitherto unknown type. Like the Soviet designers from TVZ and Yakovlev Design Bureau four years later, the Americans decided to use jet energy for their high-speed experiments.

black beetle

As a base for the M-497 laboratory, a diesel railcar (self-propelled car) of the Budd RDC3 model was chosen. This 13-year-old car was borrowed from Eastern and towed to Cleveland. There, two twin J-47-19 turbojet engines were installed on her roof. Initially, they were developed to enhance the thrust-to-weight ratio of the B-36 intercontinental strategic bomber. The largest aircraft in history piston engines(there were three on each wing) in the B-36D modification, it received two more jets on both sides, turning into a ten-engine monster.

By the mid-1960s, this miracle had already given way to the turbojet B-52, but the engines from General Electric with a partially depleted resource came in handy. Initially, Wetzel decided to put them above the tail section of the car, but later he trusted the feminine sense of beauty. Over lunch, the engineer's wife drew a sketch of the jet engines right above the driver's cab, and convinced her husband that the car would look much better that way.

All passenger seats were removed from the motrice and a laboratory was set up in the interior, which included about five dozen instruments that measured speed, material stress, temperature, and many other parameters. At the same time, no special changes were made to the design of the car - the frame, axles, bogies were inherited from the passenger prototype. For testing, it remained to find a straight rail track of sufficient length, and the choice fell on the Butler-Stryker line, connecting the states of Indiana and Ohio. The first stage of testing went on for a week, after which on July 23, 1966, Don Wetzel, in the company of New York Central President Alfred Perlman, launched jet engines and accelerated the M-497 to a speed of 295.81 km / h. This absolute record for US railroads is unsurpassed to this day.

However, no serious continuation of the experiments with the M-497 car, nicknamed because of its unusual look and coloring "black beetle" did not have. It has been proven in practice that high-speed traffic on straight sections of ordinary rail tracks maybe, but if the New York Central benefited from it, they were most likely in the realm of advertising and PR. However, revival rail transport still didn't happen in the US.

On a pedestal

Nowadays, interest in the original technical achievements of the past has caught fire again, and the 110th anniversary of the Tver Carriage Works came in very handy. They planned to turn the SVL into a kind of monument. Apparently, having decided that it would be troublesome and of little interest to restore the entire car (let's not forget that it is based on an ordinary electric train car), the plant management decided to insert only a well-restored streamlined nose with jet engines. Now the monument can be seen in a small square opposite the TVZ complex.

The Americans, with their M-497, acted with their usual rationality. After the end of the tests, the jet engines were dismantled and subsequently used in the installation for clearing the tracks from snow. The railcar was returned to its owners, and it continued to carry passengers until 1984. Further traces of the wagon were lost. So, paradoxically, it was in the turbulent waves of our history that the material memory of the unique experiments on the railway, albeit in a truncated form, was still managed to be preserved.

To reduce air resistance, fairings (head and tail) were installed on the car, undercarriage equipment and an automatic coupler were also closed. The length of the car is 28 m. The weight is 59.4 tons (including fuel - 7.2 tons).

The maximum speed achieved during the tests is 250 km / h.

In the future, the operation of cars of this type was planned as part of the Russian Troika train.

The reason for the creation of such a locomotive unusual type there was an idea for the further use of aircraft engines from the Yak-40, which had exhausted their aviation resources, but were still suitable for further operation “on the ground”. After the end of the test single copy The SVL was abandoned on the territory of the Kazan Helicopter Plant (photo). At present, a stele was made from the front of the car in front of the entrance to the Kazan Helicopter Plant (now TVZ) (Tver, Constitution Square).

Story

The idea of creating an experimental laboratory car for testing the design of a bogie and studying the interaction in a wheel/rail pair at speeds above 160 km/h appeared in the USSR after a task was issued to design a domestic electric train with a design speed of 200 km/h. To get rid of the distortions introduced by the presenters wheelsets, it was supposed to develop such a type of drive so that one of the carts was not motorized. However, in the 1960s, a train with jet thrust, and on the basis of this experience in the USSR, it was decided to build a car with jet engines.

There were no particular options for choosing engines - it was necessary to use something serial and the choice fell on engines from the Yak-40 aircraft, which were quite suitable in terms of characteristics, and, importantly, had significantly greater resource than the originally proposed engines from military MiG-15 fighter aircraft.

As a basis, it was originally planned to use a specially made car body based on the ER2 serial lead car, installing a second cabin instead of the end wall. But this option required the manufacture of a special car, and besides, due to the small length of the body, there were problems with the layout of the equipment. Therefore, it was decided to use the body of the ER22 motor car from the never built ER22-67 train. The car on technological bogies was transferred from the Riga Carriage Building Plant (RVZ) to the Kalinin Carriage Building Plant (KVZ), where bogies similar to those used on ER22-09 trailer cars with pneumatic suspension in the second stage were brought under it, fairings were made and equipment was mounted in the body to ensure engine operation.

From 1971 to 1975 express SVL laboratory car used for experimental trips and research work.

High-speed tests of the SVL took place on the main section of the railway track between the stations of Dneprodzerzhinsk and Novomoskovsk of the Pridneprovskaya railway. In February 1972, a record speed for 1520 mm gauge railways was reached here - 250 km / h.

Experiments with SVL confirmed the results of calculations, according to which the critical speed of this crew was about 360 km/h. To test the methods for studying the stability of the movement of rail vehicles, developed on the basis of the theory of Academician V. A. Lazaryan, a series of unique experiments was carried out, which consisted in changing the design of the undercarriage of the SVL so that the critical speed did not exceed the design speed, that is, 250 km/h . The profile of the rolling surface of the wheels was changed with a working slope of 1:10 instead of 1:20. In addition, the resistance to turning bogies relative to the body when wobbling was reduced. According to calculations, the critical speed of the SVL was to be 155-165 km/h.

In the experiments, self-oscillating modes of wobbling were recorded at speeds starting from 160 km/h. The achieved agreement between the results of theoretical and experimental studies confirmed the correctness of the developed calculation model. Subsequently, the proven methodology was used in the development of the designs of high-speed rail vehicles, including train cars locomotive traction RT200 and ER200 electric trains.

In 1986, the Komsomol Committee of the Kazan Helicopter Plant put forward an initiative to create a cafe-video salon that was fashionable in those years, under which they intended to use the SVL body with its unusual engines. The car from the sump moved to the special products workshop, where it was cleaned, everything was completely dismantled from it internal equipment, window frames were replaced (instead of the original ER22 frames, custom-made lowering frames from passenger car), V former cabin and the first vestibule were equipped with a bar and a dishwasher, and cinema halls were arranged in the salons. Outside, the car was repainted and changed color from red-yellow to white-blue. For a number of reasons, the idea of a cafe-video salon died out, and the car remained in a dead end near the special production shop. Over time, the glass turned out to be broken, the lining and the elements of the arrangement were taken away, and the car turned into a barn on wheels ...

In the period 1999-2003. the option of transferring the SVL to the museum of railway equipment in St. Petersburg was considered, but the issue of distillation of the car was not resolved. The pneumochambers of the bogies “sunk”, and according to the state of the running gear, the speed of transporting the car could not exceed 25 km / h. As a result, the car remained in the same place, where it stood until the end, until they made a “monument-stump” out of it ...

Video chronicle

Footage with moving SVL was used in the feature film "I want to be a minister" (Mosfilm, 1977)

Analogues

Budd RDC car engine with General Electric J-47-19 engines, which reached a speed of 296 km / h in 1966.

Sources

Wikimedia Foundation. 2010 .

jet mistresses
Reactive plane

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In the USSR, the use of jet aircraft engines in transport was given great importance. In 1970, the Kalinin Carriage Works completed the manufacture of a jet locomotive, called the SVL (high-speed laboratory car).
The body of the high-speed car was built on the basis of the ER22 motor lead car, which was supplied with head and tail fairings, and undercar equipment and chassis closed on both sides with removable bulwarks.

Moreover, the cabin, frontal and rear walls of the ER22 are preserved, the fairings are only “nozzles”. It's funny that as a result, the driver looks at the way through two windows: the cab and the fairing.

The shape of the fairings is a development of Moscow State University and has a coefficient drag 0.252. The car model was blown into wind tunnel TsAGI.

As a matter of fact, Kazan Helicopter Plant planned to build a super-high-speed jet train "Russian Troika" with these fairings. For decreasing air resistance when moving to high speeds the SA-3 automatic coupler is also closed with a removable fairing.

The head car ER22-67 was specially built by the Riga Carriage Works for the SVL - that is, the drawings were ordinary, but Special attention focused on manufacturing quality. Initially, the SVL was painted in the colors of ER22: cream-yellow top and red bottom. The length of the car with fairings is 28 m.

The car has two-axle bogies, unusual for the head car, designed by the Kalinin Carriage Works and VNIIV with central suspension pneumatic springs. Such bogies were previously rolled under trailer cars of ER22 electric trains.

The car is equipped disc brakes with pneumatic and electro-pneumatic control. There are sandboxes to increase the adhesion of the wheels to the rails when braking. On the roof of the car in its head part, on a special pylon, two aircraft turbojet engines of the Yak-40 aircraft are installed, which create the necessary traction force for the movement of the car. The weight of two engines is less than 1 ton. Their maximum traction force is 3000 kgf.

The driver's cab is equipped with an aircraft engine control panel, as well as conventional brake and sandbox controls. A diesel generator was installed in the car body. The compressor motor is powered by the generator. lighting, control circuits and electric furnaces. The car in the equipped state weighed 59.4 tons, including fuel (kerosene) 7.2 tons.

In 1971, an experimental car was tested on the line Golutvin - Ozyory of the Moscow Road, where a speed of 187 km / h was reached. Then, at the beginning of 1972, the car made trips on the Novomoskovsk - Dneprodzerzhinsk section of the Pridneprovskaya railway, where the maximum speed(160, 180, 200 km/h). The result of the tests was a speed of 249 km / h.

It should be noted that the purpose of the tests was not to set a speed record. The tests were carried out to study the interactions in the "wheel-rail" system for future high-speed trains. For testing, the car “that rides by itself” was best suited, without repelling the wheels from the rails. It was not possible to attach a wagon to a locomotive, because in 1970 there were no locomotives in the USSR capable of maintaining a speed of more than 230 km / h for a long time. railway track, also did not allow speeds of more than 250 km / h.

After the completion of the tests, the SVL was abandoned in the backyard of the Kalinin Carriage Works near the station. Doroshikha. There he is to this day ...

In 1970, an experimental jet train was built at the Kalinin Carriage Works - a high-speed laboratory car (SVL). It should be noted that in the Soviet Union the use of jet aircraft engines in transport was given great importance.

The shape of the fairings is a development of Moscow State University and has a drag coefficient of 0.252. The car model was blown in the TsAGI wind tunnel.

As a matter of fact, Kazan Helicopter Plant planned to build a super-high-speed jet train "Russian Troika" with these fairings. To reduce air resistance when driving at high speeds, the SA-3 automatic coupler is also closed with a removable fairing.

The head car ER22-67 was specially built by the Riga Carriage Works for the SVL - that is, the drawings were ordinary, but special attention was paid to the quality of workmanship. Initially, the SVL was painted in the colors of ER22: cream-yellow top and red bottom. The length of the car with fairings is 28 m.

The car is equipped with disc brakes with pneumatic and electro-pneumatic control. There are sandboxes to increase the adhesion of the wheels to the rails when braking. On the roof of the car in its head part, on a special pylon, two aircraft turbojet engines of the Yak-40 aircraft are installed, which create the necessary traction force for the movement of the car. The weight of two engines is less than 1 ton. Their maximum traction force is 3000 kgf.

The driver's cab is equipped with an aircraft engine control panel, as well as conventional brake and sandbox controls. A diesel generator was installed in the car body. The generator provides power to the compressor motor, lighting, control circuits and electric furnaces. The car in the equipped state weighed 59.4 tons, including fuel (kerosene) 7.2 tons.

In 1971, an experimental car was tested on the Golutvin-Ozyory line of the Moscow Road, where a speed of 187 km/h was reached. Then, at the beginning of 1972, the car made trips on the Novomoskovsk - Dneprodzerzhinsk section of the Pridneprovskaya railway, where the maximum speed gradually increased (160, 180, 200 km / h).

The result of the tests was a speed of 249 km / h.

It should be noted that the purpose of the tests was not to set a speed record. The tests were carried out to study the interactions in the "wheel-rail" system for future high-speed trains. For testing, the car “that rides by itself” was best suited, without repelling the wheels from the rails. It was not possible to attach a wagon to a locomotive, because in 1970 there were no locomotives in the USSR capable of maintaining a speed of more than 230 km / h for a long time. The railway track also did not allow speeds of more than 250 km / h.

After the completion of the tests, the SVL was abandoned in the backyard of the Kalinin Carriage Works near the station. Doroshikha. There he is to this day ...

🔆 In 1970, an experimental jet train was built at the Kalinin Carriage Works (KVZ) - a high-speed laboratory car (SVL). It should be noted that in the Soviet Union the use of jet aircraft engines in transport was given great importance.

The body of the high-speed car was built on the basis of the ER22 motor lead car, which has head and tail fairings, and undercar equipment and undercarriage are closed on both sides with removable bulwarks. On the roof of this train was equipped turbojet engines AI-25 used on the Yak-40 passenger aircraft.

The length of the car is 28 m. The weight is 59.4 tons (including fuel - 7.2 tons). The maximum speed achieved during the tests is 250 km / h.

The reason for the creation of a locomotive of this unusual type was the idea of organizing high-speed rail communication and the further use of AI-25 aircraft engines, which had exhausted their aviation resources, but were still suitable for further operation “on the ground”.

From 1971 to 1975, the SVL high-speed laboratory car was used for experimental trips and research work.
It should be noted that the purpose of the tests was not to set a speed record. The tests were carried out to study the interactions in the "wheel-rail" system for future high-speed trains. For testing, the car “that rides by itself” was best suited, without repelling the wheels from the rails. It was not possible to attach a wagon to a locomotive, because in 1970 there were no locomotives in the USSR capable of maintaining a speed of more than 230 km / h for a long time. The railway track also did not allow speeds of more than 250 km / h.

In 1975, after the launch of the ER200 (Soviet high-speed electric train direct current) the need for SVL with its voracious and demanding great attention jet engines disappeared, and the only copy of the SVL was abandoned on the territory of the Kazan Helicopter Plant.

In the period 1999-2003. the option of transferring the SVL to the museum of railway equipment in St. Petersburg was considered, but the issue of distillation of the car was not resolved. The pneumochambers of the bogies “sunk”, and according to the state of the running gear, the speed of transporting the car could not exceed 25 km / h. As a result, the car remained in the same place. At present, a stele has been made from the front of the car in front of the KVZ entrance.