In 1960, the Bryansk Engineering Plant began production of a locomotive, codenamed TEM-2 diesel locomotive. It replaced the predecessor (TEM-1) and is still in use: it maintains passenger or freight trains, is used in works related to the repair of railway gauge, and others.
Since it does not require external electrical power, it is widely used where there is still no contact network or its laying for some reason is impractical. Over the course of its forty-year history, the locomotive suffered several modifications, but the main parameters remained unchanged. The technical characteristics of the locomotive, as well as some maintenance issues, we will consider below.
Production
The order and development of the project began in 1959 on the basis of the Bryansk Engineering Plant, which subsequently began to produce a version of the “reinforced locomotive” (as it was called in the project). In 1960, two locomotives were born , then, in 1961, another one. Models received respectively numbers 001-003. Minor changes have already begun with 004, and it was launched into mass production in 1967. Then the locomotive gets its official name - the TEM-2 locomotive. Since 1969, the Voroshilovgrad diesel locomotive plant has been involved in production, which has been producing these models in parallel with Bryansk for 10 years. These locomotives went not only to the needs of the Ministry of Railways. Under the brand name TEM-2E (E - export), they were delivered to Poland, Mongolia, and Cuba.
Export and Import
Poles buy 130 cars. Passengers receive the designation SM48, industrial versions retain their original name. The device of the locomotive remained the same, only the external plates changed.
Voroshilovgrad plant completes production in 1979, Bryansk - in 2000. The last locomotive received the number 7870. It should be noted that some modified versions received numbers over 8000.
For comparison, the picture shows another shunting diesel locomotive - ČME3, (Czechoslovak production, produced before 1991). He, like TEM-2, travels along the railways of the former Union to this day.
From the inside
Unlike the ordinary user, the locomotive driver must be able not only to control the locomotive, but also to refuel, inspect and perform other types of maintenance of the vehicle. For this, a lot of educational and scientific literature was published in the Union. Here we describe the main details and blocks of both the original and the modernized locomotive.
A pair of wheeled trolleys, together with automatic coupler devices, are separate units to which torque is supplied, while, in the automotive language, the locomotive has four-wheel drive. There is no leading axis as such, the load is distributed evenly over the entire bogie, but on the move the leading one will be located in the direction of movement. There is no reverse gear, as in a car - the locomotive can move in both directions at the same speed. Three-axle carts, six wheels each. Engine power 1200 hp The speed allowed by the designers reaches 100 km / h, which is a good indicator for railway communication today.
The driver’s console is located so that when moving forward, he looks along the long part of the locomotive. After modernization (about it below) the assistant received the same remote control, looking back - control is possible from anyone. In front of the side, on the casing of the refrigeration unit there is a plate with the model name.
Main blocks
The locomotive device can be divided into 2 parts. They are interconnected, since both one and the other are used on the go, but each of them is launched separately at the same time. The movement is carried out using a diesel engine and related devices - this is one part. But for a normal start-up, electricity is required, which is also used in many "secondary" circuits. For their work, batteries are used, which are charged from the generator. It is technologically located in one block with the engine, therefore the common name of the block is a diesel generator.
The TEM-2 locomotive has a driver's cab in the rear. Behind it is the battery compartment, the rest of the equipment is carried forward. Directly in front of the cabin is a compressor and the main electrical units responsible for both lighting and powering the main traction engines, followed by traction generators, followed by the main diesel engine (you can see the exhaust pipe above it ). The next block is tanks, and finally, in the nose there is a refrigeration unit for general cooling of both the engine and other diesel locomotive systems. Its fan is directed vertically upward and also slightly protrudes above the hoods. All blocks are closed by removable covers.
The key to the start!
The TEM-2 diesel locomotive is launched by a pair of electric starters from 24 V storage batteries. Two identical batteries are used in the diesel locomotive, one of which is responsible for the entire control system, and the second is for controlling the diesel installation. At startup, they are combined and with the help of a converter of their own needs, which at the same time can charge the first, they launch a diesel installation and cooling systems. The converter can also receive power from an auxiliary generator station, which supports the operation of the devices while the main engine is off.
The lineup
Consider the models of diesel locomotives made on the basis of TEM-2. In addition to the already mentioned export option, the only difference of which was the letter “E” in the name, the Bryansk Plant produced:
- TEM-2A - the main difference between this version was the ability to use the locomotive on two track gauges without replacing the wheel carts. The locomotive could move a rut of 1435 and 1520 mm. This possibility was preserved in subsequent modifications.
- TEM-2T - the letter "T" in the name indicated that such a locomotive was released for operation in a tropical climate. The same abbreviation received a pair of prototypes. The difference from the prototype was a new braking system based on electric braking resistors. Both cars entered the Bryansk Depot in 1985.
- TEM-2M began to be equipped with another, more modern diesel engine, which went over to the U version.
- TEM-2U - there have already been major changes in the design of the diesel generator in the spring suspension system. Increased grip for working with heavier trains. The locomotive driver received a new control panel, improved thermal and noise insulation, a comfortable cabin with a wide view. Other systems have changed slightly. Since 1984, this locomotive has completely supplanted its prototype.
On the basis of the “U” version, 2 more modifications were developed - “US” with additional electromagnets in the system of wheeled trolleys, and “UM” - with enhanced power diesel generators. The first remained experimental, the second entered the series for industrial use.
Modernization
The list does not specifically indicate another model that has become the result of the second deep modernization of the locomotive. She received the name TEM-2UGMK. At the same time, the changes occurred so serious that an almost new locomotive was obtained. Moreover, this is the only version that can be modified for any of the above. This modernization solved another problem. Over the 40 years of its service life, the resource of almost all machines has been exhausted, and the repair of TEM-2 locomotives for each individual industrial enterprise could result in huge amounts. During modernization, the main details changed to more modern ones.
Replaced diesel, batteries, the diesel locomotive got the opportunity to preheat, the drivers got improved thermal insulation and air conditioning. In the cockpit there was a place even for a microwave. The control panel has completely changed, fuel consumption has decreased.
Conclusion
Today, the railway mainly uses electric locomotives, but in some cases it is unprofitable. Here the locomotive TEM-2 comes to the rescue, as well as the Czechoslovak CME3. With their help it is possible both to carry out small shunting operations, and to conduct large passenger or cargo trains.