Japanese National Railways キハニ 36450 form diesel train
The キハニ 36450 form is the electricity-type gasoline movement car that the Ministry of Railways which is a forerunner of the Japanese National Railways produced two cars experimentally in 1931.
Table of contents
Summary
For each one car was produced (1931) in two companies of Nippon Sharyo, Ltd. (キハニ 36450) and Kawasaki Rolling Stock MFG. (キハニ 36451) in autumn in 1931.
As for the Ikegai mill [1], the main generator, as for Shibaura Engineering Works, the main motor and the air compressor, as for Mitsubishi Electric, the controller and the electric blower, Mitsubishi Electric and Nippon Air Brake shared Hitachi, Ltd., the braking equipment each, and, as for the design, the body and a cart were in charge of the Ministry of Railways, the gasoline engine.
Body
I comprise the half steel 20m grade body of 鋲接構造 which uses the channel iron of the design that followed a 32 system train mass-producing for an underframe in those days.
A long seat, ten pieces of minutes that remained let you face each other, and, as for the window placement, in the guest room seat, one piece of share adjacent to shutter box window and this was done with-type rigid cross seat in d1x3(1)DD(1)12(1)Dd (D: door for the visitor, d: crew door, (1): a shutter box window).
As for this semi-cross seat placement, there was the purpose to avoid the interference with the check lid for the main motor done 装架 with a purpose to do the passenger getting on and off smoothly by a drive cart as much as possible at the time of the rush and was adopted, but it was said to the check lid close to cross seat that a plane type was convex to evade the interference with this without still interference being avoided in position relations.
As for the side window, only a rise in two steps type, an engine room were considered to be a drop window all the guest room windows except the shutter box window.
Regulation products at the time-saving are used many for each component of the body and they follow an excellence passenger car in the passage and a sputum pot is installed and is supposed when the consciousness for the weight reduction was not high. In addition, because the use by the local local line was a premise, the door for the visitor comes to embed a step, and this point is different from the 32 system train.
A baggage door and a shutter box window part of the side were assigned, and the compartment was designed as load 1t. A vertical boiler was installed in the corner of this compartment for heating use of the winter season, and passenger car use and a common steam hot air heater were installed in the guest room. This is a last resort for a surplus electric power to use to electrical heating not to have existed because of the generation system which is a low power.
In the engine room, a window was assigned to a part of the 1x3 placement, and, in order of water, oil, water, two large-diameter forced ventilation fans established the opening in the roof central part, and I set it each in the track direction, and the radiator panel for a coolant, the lubricant which was slim on the roof right and left side of the direct top was equipped with.
The front was three pieces of non-penetration-style window placement, and the eaves trough was done with the simple design of the alignment in the flat that followed a 32 system train and the headlight followed a train at the time and was attached to the curtain board region of the center window direct top.
Major equipment
Engine
As for the engine which became the power source, a large gasoline engine (unknown a model number.4 cycles vertical six cylinders, cylinder 165mm in diameter, cylinder stroke 190mm, 24,300cc cubic centimeter displacement, continuation rating output 200PS/1250rpm) made in Ikegai mill was equipped with secondary to キハニ 5000 form. This engine was installed on the floor of the engine room in the car and depended on a cell motor for a start, and number of revolutions came to be automatically adjusted in lower than 1,350rpm by a speed adjuster and I caught a hard rubber board in the support shelf for prevention of vibration and was mounted. The weight of this medium including this support shelf knows that the output / weight ratio of the thing which was high power than import gasoline engines such as later GMF13 and GMH17 and DMH17 or ウォーケシャ for the same period markedly was excessiveness weight for the engine for the diesel train low [2] at 2t.
In water cooling, a radiator panel was installed in the roof right and left side of the engine room, and the cooling of the engine cooled an engine by the forced drive with the pump, and the coolant was the structure that I supplied from roof region. In addition, the cooling was forcibly cooled with two MH52 train movement blowers (output 5kW) not a natural heat radiation type.
Generator
The main generator which converted the power from an engine into electricity was an engine direct connection type, and it was easy to keep a fixed output for the change of the generator load electric current, and half sealing up type self ventilation-shaped DM29 with the encouragement type field magnet was designed by a hand of Shibaura Engineering Works.
This generator was terminal voltage 750V time rating output 135kW [3].
Controller
With the unit switch type which I followed for electric locomotives at the time, it was implemented bridge わたりが of non-adoption [4] to the controller for trains such as CS5 for a direct parallel change, and the controller was devised to control the impulse outbreak by the main motor output drop at the time of the direct parallel change in what I inserted a contact maker in in an intergrade as much as possible.
Main motor
As for the main motor, MT26[5] by the design of Mitsubishi Electric was about to hang two engines to the guest room side 2 pillow block car and was done 装架 in an expression. As for the gear ratio, motorcycle driving usually did 40km/h with display possibility design a maximum of 95km/h in speed in = 2.15 in 50km/h, greatest incline and 12.5 ‰ ascent where it was in 75km/h, 10 ‰ ascents in a flat line at 26:56.
These performance decreased at the time of the control trailer connection remarkably, and it was 26km/h in fact in 32km/h, greatest incline and 12.5 ‰ ascent where it was in 68km/h, 10 ‰ ascents in a flat line.
Cart
As for the cart, a drive cart on 3 axis bogeys, guest room side was done with the irregular constitution called the biaxial bogey an engine room side accompaniment cart concerning weight.
Besides, in spite of being the balance beam type which resembled an existing article such as TR72, TR14 at the time with both carts, an exclusive design product with the side frame which processed H rolling steel complicatedly [6] was attached.
In TR23, TR73 which is a next-generation regulation cart-saving, a design has been already completed at this time, and because mass production adoption started, I give a strange impression, but it is supposed that it is necessary to avoid self-respect excessiveness, and this was adopted by the structure by a 32 system train and a スハ 32 system passenger car.
Brakes
Because it was considered more at first that the braking system connected the control accompaniment car for the train and traveled, I followed a train mass-producing in those days, and the automatic air brake by the A movement dialect was adopted. But a model on the pretence of G-1-A was carried, and the automatic brakes valve of the driver's cab referred the whole braking system to GA trigger. It was the thing of the simple design that it matched outside, and the air no use did not need without being balanced inside, and incorporating a piston because the service by the tall and stout formation was out of consideration as for this G-1-A brakes valve.
Operational situation
After the completion, it was located in the Maibara engine department promptly and started placement on duty by line driving single as section train use between linear flat Tokaido, Hokuriku line Hikone - Nagahama.
I added the キクハ 16800 form control trailer where I remodeled the existing wooden train into in (1936) in 1936 and realized generalization control driving as scheduled at first afterwards.
There seemed to be few burdens to suffer from an engine because a lot of diversion parts of the existing technique do not have a clutch or a gearbox because of an electricity type although it was hard to say the weight excessive [7] enough performance and is informed it during an operational period when there was a little trouble.
The mileage was extremely inferior lack of economy in fact. According to the results in the storage of Maibara engine of from February to April in 1,934, I reached キハ 41000-shaped 3 times of the light weight machine type car which the gasoline consumption around 1km followed it at 1.414L, and was developed [8].
After it being a rest car by (1943) in 1943 because it was wartime fuel control, and the service of the diesel train became difficult, and having been used as a passenger car for the staff commuting of new Tsurumi switchyard and the Ooi factory in the state that postwar, and took down an engine at one time, I was used as an office substitute with attaching a cart in Ooi factory and was dismantled a junk car in (1949) in 1949.
In addition, after the junk car dismantling of these procedures, two twin carts which became unnecessary are disposed of by Toyo Koki with attaching master of MT26 form motor, and, as for the cart, the main motor is converted into TOBU Railway sunlight orbit line ED611 each in Hokuriku Railroad ED301.
Footnote
- ^ existing Ikegai Corporation, Ikegai Corporation diesel.
- In GMH17 of the ^, e.g., 150PS grade, weight was approximately 1t, and the output / weight ratio was 1.5 times of the engine of these procedures.
- In ^ rating number of revolutions 1250rpm. The low-pressure output of rating output 1.6kW was prepared for supplementary plane use elsewhere at terminal voltage 40V time.
- As for what was introduced in the mass production controller for the train of ^ Japanese National Railways bridge わたりが, CS10 of the development is a beginning after the war.
- ^ terminal voltage 600V time rating output 80kW/800rpm.
- The regulation model number-saving was not given probably because it was ^ trial manufacture, and specialty was strong.
- The driving maintenance weight of the ^ design stage was 44t, but the finished true car reached 50t. In addition, for example, the Dm2/4 form of Switzerland Japanese National Railways made was equipped with a diesel engine of 420PS with an electricity-type diesel train of similar constitution in 1930, and self-respect 57.3t, the ABDm2/4 55-56 form of the アッペンツェル railroad were equipped with a diesel engine of 250PS and were self-respect 32t.
- ^ Toru Yuguchi "internal combustion movement car p56 (Nariyama temple bookstore 2013) of Japan." In the ibidem, I listed 1.1L per 1km and the done thing in the technical magazine report by the Japanese National Railways work station engineer, but was not the thing that it might be said that it was the mileage that, in any case, was absolutely good.
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