High-speed laboratory car SVL
In the sixties, research began in our country on the subject of promising high-speed trains. It was assumed that such a technique could be useful in the matter of passenger traffic, allowing you to reduce the time spent on the road. Prospective high-speed trains were supposed to run between the largest cities of the country, delivering passengers in a matter of hours, for example, from Moscow to Leningrad. The idea looked promising, but its implementation was associated with a number of difficulties. Before starting the development of new technology required to conduct relevant research.
The main work on the program of promising high-speed trains was carried out by the Kalinin Carriage Works (Kalinin, now Tver). In addition, at certain stages of the project, other organizations were involved in the work. So, in the development of the power plant participated aviation OKB A.S. Yakovleva, and aerodynamic fairings involved specialists from TsAGI. The plans of the industry leadership were the creation of locomotives and trains capable of speeds up to 200 km / h. This program required the study of a number of important issues.
Begin the study suggested that the interaction of the wheels of the train and the track when driving at high speed. To study the problem, it was decided to use a special laboratory car, equipped with a mass of various measuring equipment. At the same time, at the early stages of the development of the experimental machine, a specific problem arose: to fully study the interaction of the wheel and the rail, it was necessary to eliminate the distortions introduced into this system by the driving wheel pair. The simplest solution to the problem with the absence of leading wheelsets was the manufacture of a towed laboratory car. However, at that time in our country there were no locomotives capable of accelerating an experienced car to the required speeds. Thus, it was required to build a completely new laboratory car with the necessary characteristics.
Requirements for an experienced car said that it should be equipped with wheeled carts without transmission elements, and for the movement it is necessary to use some other system. According to the results of discussions, the general appearance of the experimental machine was formed. A car with wheeled carts borrowed from trailer cars and jet engines was to take part in the tests. Such a power plant, in theory, could accelerate the car to the required speeds without transferring torque to the wheels and not distorting the work of the wheel-rail system.
Experimental project Aeronautics - a self-propelled railway engine using aircraft engines - was given a simple and understandable name: SVL (“High-Speed Laboratory Car”). Until the termination of the project name did not change.
It was originally proposed to build an experimental car based on the motor car of the ER2 electric train, making major changes in its design. As a power plant, it was proposed to use the RD-45 turbojet engines, which were decommissioned by MiG-15 fighters, written off by air forces. Such engines were considered obsolete for use in the Air Force, and their resource was coming to an end. Despite this, the engines selected were suitable for use in a pilot project. However, the initial version of the SVL aero wagon proved to be too complicated and expensive to manufacture, and in addition had insufficient internal volumes to accommodate all the necessary equipment. For this reason, another version of the project was developed.
As a basis for the experimental machine, the hull and some units of a motor car of the ER22 type, built for the ER22-67 electric train, were chosen. It was proposed to install the hull on wheeled carts with pneumatic springs for central suspension, borrowed from an ER22-09 type trailer car. The AI-25 turbojet engines borrowed from the Yak-40 aircraft were selected as the new power plant. The design bureau A.S. was involved in the development of a power plant with aircraft engines. Yakovlev, who had solid experience in such matters.
In 1970, the body of the ER22 motor car, built at the Riga Carriage Works, was sent to Kalinin. The KVZ specialists installed this unit on new wheeled carts, and also mounted a number of other units, including two turbojet engines. The engines were placed in front of the hull above the roof and raised on the pylon. To protect the units of the aircraft from damage by a jet stream, the roof was reinforced with heat-resistant steel. In order to improve the aerodynamic characteristics, the head and tail parts of the car were supplied with special fairings.
It is noteworthy that the fairings were installed without dismantling their own units of the ER22 car, and mounted on top of them. Thus, in the driver's cab there were immediately two sets of windshields separated by a certain distance. The lower part of the hull sides and parts of the car space were covered with removable bulwarks. To test the aerodynamic characteristics of the new aero wagon, TsAGI was involved. Specialists of this organization checked in the 15 wind tunnel versions of the fairing and chose the most successful one.
The base motor car had a length of 24,5 m, a width of 3,45 m and a wheelbase of 20,75 m. After installing all the new units, the length of the car reached 28 m. Due to the dismantling of a number of equipment, the curb weight of the car decreased from 66 and 59,4 t, including 7,2 t of jet fuel . The base car was equipped with two two-axle wheeled carts associated with the power plant. In the design of the machine SVL used other carts that do not have any drives on the wheel sets. Trucks equipped with disc brakes with electropneumatic and pneumatic drives. Provided boxes for sand, designed to improve traction with the rails.
On the roof of the SVL, in its front part, there was a pylon of a characteristic T-shape, on which were mounted two AI-25 turbojet engines. The total mass of the structure did not exceed 1 t. The engines had thrust according to 1500 kgf and were controlled from the driver’s cab with the help of an aircraft model console. For the power supply of various on-board systems, the laboratory car received a separate diesel generator.
The tests of the SVL aero wagon started in the 1971 year. The first test flights were conducted on the basis of the Moscow road, on the line Golutvin-Ozery. During the large number of test trips, the “High Speed Laboratory Car” gradually increased its speed. During the first test phase, the maximum speed of 187 km / h was reached. A further increase in speed was impossible due to the peculiarities of the line with a large number of turns and insufficiently long straight sections.
In 1972, the Dnieper railway, namely the Novomoskovsk-Dneprodzerzhinsk line, became a testing ground. The purpose of these tests was again to collect information about the behavior of various units. As before, the speed of movement was constantly increasing. SVL was able to accelerate to 249 km / h. Experimental aeronautics could develop high speeds, however, such tests were not carried out due to the condition of the tracks.
The collected data allowed us to carry out a number of important calculations. In particular, it was established that the critical speed of the SVL car is 350 km / h. In addition, based on the collected data, experiments were conducted to study the stability of the movement of high-speed trains. For this purpose, the SVL was equipped with new wheel pairs that had a working slope of the 1: 10 tread surface (previously wheels with a 1: 20 gradient were used), and also reduced the resistance to turning of the carts. As a result of such improvements, the critical speed of the car dropped to 155-160 km / h. Experiments on the modified aeronautics confirmed the correctness of the existing models and methods for calculating the undercarriage.
Information and experience gained during the SVL project were actively used in a number of new high-speed railway equipment projects. Certain developments and design techniques were used in the development of the ER200 electric train and the PT200 locomotive designed for driving at speeds up to 200 km / h. The project “High-speed wagon laboratory” was closed in 1975 year due to the implementation of all assigned tasks. Experts tested the car and collected all the necessary information. Its further exploitation seemed inexpedient.
The only experimental prototype of the SVL in 75 was driven off to the Kalinin Carriage Works, where he stayed for the next several decades. Until the mid-eighties, the aircar stood on one of the sites of the enterprise without work and service. Some of its units were dismantled in the interests of the plant, some - taken apart by careless employees. In the mid-eighties, the idea arose to re-equip an unnecessary experimental car for the needs of culture and education. SVL wanted to make a video store. According to reports, the carriage managed to get a new trim and some special equipment. However, for certain reasons, the idea of creating a video salon was never brought to its logical conclusion.
No one needed SVL stood at the factory until the end of the two thousandth. From the end of the nineties, the question of the possible transfer of an aero wagon to a railway museum in St. Petersburg was considered. The transfer did not take place, since the transportation of a dilapidated carriage was associated with a number of specific difficulties that no one wanted to understand.
In 2008, the former Kalininsky, and now the Tver Carriage Works, celebrated its 110 anniversary. In honor of the holiday in the Square, the car-builders, located not far from the plant, were installed a commemorative stela. For its manufacture, the SVL aeronautical vehicle was separated and the head part was restored with the shells of jet engines. The remaining units were disposed of. The monument depicts a jet car leaving the tunnel. A few decades after the end of the test, all interested people had the opportunity to see, if not completely, the unique domestic development.
On the materials of the sites:
http://railblog.ru/
http://popmech.ru/
http://lattrainz.com/
http://про-электропоезда.рф/
http://parovoz.com/
The main work on the program of promising high-speed trains was carried out by the Kalinin Carriage Works (Kalinin, now Tver). In addition, at certain stages of the project, other organizations were involved in the work. So, in the development of the power plant participated aviation OKB A.S. Yakovleva, and aerodynamic fairings involved specialists from TsAGI. The plans of the industry leadership were the creation of locomotives and trains capable of speeds up to 200 km / h. This program required the study of a number of important issues.
Begin the study suggested that the interaction of the wheels of the train and the track when driving at high speed. To study the problem, it was decided to use a special laboratory car, equipped with a mass of various measuring equipment. At the same time, at the early stages of the development of the experimental machine, a specific problem arose: to fully study the interaction of the wheel and the rail, it was necessary to eliminate the distortions introduced into this system by the driving wheel pair. The simplest solution to the problem with the absence of leading wheelsets was the manufacture of a towed laboratory car. However, at that time in our country there were no locomotives capable of accelerating an experienced car to the required speeds. Thus, it was required to build a completely new laboratory car with the necessary characteristics.
Requirements for an experienced car said that it should be equipped with wheeled carts without transmission elements, and for the movement it is necessary to use some other system. According to the results of discussions, the general appearance of the experimental machine was formed. A car with wheeled carts borrowed from trailer cars and jet engines was to take part in the tests. Such a power plant, in theory, could accelerate the car to the required speeds without transferring torque to the wheels and not distorting the work of the wheel-rail system.
Experimental project Aeronautics - a self-propelled railway engine using aircraft engines - was given a simple and understandable name: SVL (“High-Speed Laboratory Car”). Until the termination of the project name did not change.
It was originally proposed to build an experimental car based on the motor car of the ER2 electric train, making major changes in its design. As a power plant, it was proposed to use the RD-45 turbojet engines, which were decommissioned by MiG-15 fighters, written off by air forces. Such engines were considered obsolete for use in the Air Force, and their resource was coming to an end. Despite this, the engines selected were suitable for use in a pilot project. However, the initial version of the SVL aero wagon proved to be too complicated and expensive to manufacture, and in addition had insufficient internal volumes to accommodate all the necessary equipment. For this reason, another version of the project was developed.
As a basis for the experimental machine, the hull and some units of a motor car of the ER22 type, built for the ER22-67 electric train, were chosen. It was proposed to install the hull on wheeled carts with pneumatic springs for central suspension, borrowed from an ER22-09 type trailer car. The AI-25 turbojet engines borrowed from the Yak-40 aircraft were selected as the new power plant. The design bureau A.S. was involved in the development of a power plant with aircraft engines. Yakovlev, who had solid experience in such matters.
In 1970, the body of the ER22 motor car, built at the Riga Carriage Works, was sent to Kalinin. The KVZ specialists installed this unit on new wheeled carts, and also mounted a number of other units, including two turbojet engines. The engines were placed in front of the hull above the roof and raised on the pylon. To protect the units of the aircraft from damage by a jet stream, the roof was reinforced with heat-resistant steel. In order to improve the aerodynamic characteristics, the head and tail parts of the car were supplied with special fairings.
It is noteworthy that the fairings were installed without dismantling their own units of the ER22 car, and mounted on top of them. Thus, in the driver's cab there were immediately two sets of windshields separated by a certain distance. The lower part of the hull sides and parts of the car space were covered with removable bulwarks. To test the aerodynamic characteristics of the new aero wagon, TsAGI was involved. Specialists of this organization checked in the 15 wind tunnel versions of the fairing and chose the most successful one.
The base motor car had a length of 24,5 m, a width of 3,45 m and a wheelbase of 20,75 m. After installing all the new units, the length of the car reached 28 m. Due to the dismantling of a number of equipment, the curb weight of the car decreased from 66 and 59,4 t, including 7,2 t of jet fuel . The base car was equipped with two two-axle wheeled carts associated with the power plant. In the design of the machine SVL used other carts that do not have any drives on the wheel sets. Trucks equipped with disc brakes with electropneumatic and pneumatic drives. Provided boxes for sand, designed to improve traction with the rails.
On the roof of the SVL, in its front part, there was a pylon of a characteristic T-shape, on which were mounted two AI-25 turbojet engines. The total mass of the structure did not exceed 1 t. The engines had thrust according to 1500 kgf and were controlled from the driver’s cab with the help of an aircraft model console. For the power supply of various on-board systems, the laboratory car received a separate diesel generator.
The tests of the SVL aero wagon started in the 1971 year. The first test flights were conducted on the basis of the Moscow road, on the line Golutvin-Ozery. During the large number of test trips, the “High Speed Laboratory Car” gradually increased its speed. During the first test phase, the maximum speed of 187 km / h was reached. A further increase in speed was impossible due to the peculiarities of the line with a large number of turns and insufficiently long straight sections.
In 1972, the Dnieper railway, namely the Novomoskovsk-Dneprodzerzhinsk line, became a testing ground. The purpose of these tests was again to collect information about the behavior of various units. As before, the speed of movement was constantly increasing. SVL was able to accelerate to 249 km / h. Experimental aeronautics could develop high speeds, however, such tests were not carried out due to the condition of the tracks.
The collected data allowed us to carry out a number of important calculations. In particular, it was established that the critical speed of the SVL car is 350 km / h. In addition, based on the collected data, experiments were conducted to study the stability of the movement of high-speed trains. For this purpose, the SVL was equipped with new wheel pairs that had a working slope of the 1: 10 tread surface (previously wheels with a 1: 20 gradient were used), and also reduced the resistance to turning of the carts. As a result of such improvements, the critical speed of the car dropped to 155-160 km / h. Experiments on the modified aeronautics confirmed the correctness of the existing models and methods for calculating the undercarriage.
Information and experience gained during the SVL project were actively used in a number of new high-speed railway equipment projects. Certain developments and design techniques were used in the development of the ER200 electric train and the PT200 locomotive designed for driving at speeds up to 200 km / h. The project “High-speed wagon laboratory” was closed in 1975 year due to the implementation of all assigned tasks. Experts tested the car and collected all the necessary information. Its further exploitation seemed inexpedient.
The only experimental prototype of the SVL in 75 was driven off to the Kalinin Carriage Works, where he stayed for the next several decades. Until the mid-eighties, the aircar stood on one of the sites of the enterprise without work and service. Some of its units were dismantled in the interests of the plant, some - taken apart by careless employees. In the mid-eighties, the idea arose to re-equip an unnecessary experimental car for the needs of culture and education. SVL wanted to make a video store. According to reports, the carriage managed to get a new trim and some special equipment. However, for certain reasons, the idea of creating a video salon was never brought to its logical conclusion.
No one needed SVL stood at the factory until the end of the two thousandth. From the end of the nineties, the question of the possible transfer of an aero wagon to a railway museum in St. Petersburg was considered. The transfer did not take place, since the transportation of a dilapidated carriage was associated with a number of specific difficulties that no one wanted to understand.
In 2008, the former Kalininsky, and now the Tver Carriage Works, celebrated its 110 anniversary. In honor of the holiday in the Square, the car-builders, located not far from the plant, were installed a commemorative stela. For its manufacture, the SVL aeronautical vehicle was separated and the head part was restored with the shells of jet engines. The remaining units were disposed of. The monument depicts a jet car leaving the tunnel. A few decades after the end of the test, all interested people had the opportunity to see, if not completely, the unique domestic development.
On the materials of the sites:
http://railblog.ru/
http://popmech.ru/
http://lattrainz.com/
http://про-электропоезда.рф/
http://parovoz.com/
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