Klaus-Mafei Company ML4000 C'C' type hydraulic transmission diesel locomotive
Henchel Company V320 hydraulic transmission diesel locomotive
At the same time, in the far east, the older generation of Chinese railway people did not ignore this technological breakthrough. Given that China was completely poor in hydraulic transmission technology at that time, the introduction of this advanced technology became an urgent problem that the Ministry of Railways of China under the leadership of Teng Daiyuan needs to solve.
At that time, the People's Republic of China and the Federal Republic of Germany had no diplomatic relations, but the two sides had private trade exchanges since the mid-1950s, and both governments supported this. Therefore, in early 1961, the China Technology Import and Export Corporation of started to have extensive contact with famous locomotive manufacturing companies such as Henschel, Krupp, , Klaus-Mafi, Smerlin-Graz-Baukell in the Federal Republic of Germany, and negotiated the plan to introduce high-power hydraulically driven internal combustion locomotives. At the same time, technicians were sent to the Federal Germany, France and Switzerland to select and inspect diesel engines, hydraulic transmission devices, and internal combustion engines.
Although the Eastern and Western camps were in the confrontation of " Cold War ", Iron Curtain is not an ironclad piece. At that time, the Federal Republic of Germany, led by Conrad Adenner, completed its economic takeoff. urgently needed to open up foreign markets and improve its international status. China, which has a vast territory and a vast market, is naturally a potential target that he cannot ignore.
Conrad Adenner
plus at that time, China and the Soviet Union had turned against each other, and there were calls for active development of relations with China in the Federal Republic of Germany. So when China came to the door, the Federal German motorcycle companies were overjoyed: Henschel, Krupp , Klaus-Mafe, and Smerlin Graz-Bowcker submitted their own high-power internal combustion engine plans from 1962 to 1963 respectively. After careful comparison and reference, the plan of French Alstom was also compared during the period. China was very satisfied with the Henschel Company (yes, the Henschel Company that produced Tiger tanks and Tiger King tanks in World War II ) based on the V320 diesel locomotive and the DHG4000CC plan submitted by the TG-400 diesel locomotive exported to the Soviet Union by the company. But there is another obstacle to be solved: the United States!
Henschel Company exported TG-400 diesel locomotives from the Soviet Union
At that time, 49% of Henschel Company's shares belonged to the US-funded Morgan Guarantee Trust Company, which was not a big problem, because Morgan Company expressed his willingness to provide financing guarantees for this at the time, but needed the US Treasury Department's nod. When Henschel trembled with the application to the U.S. Treasury Department in May 1963, a year and a half later, when Henschel was about to fade, the application was approved in early February 1965. At this point, the final obstacle to this transaction has been cleared.
Why do Americans feel relieved? According to the declassified US diplomatic archives, the US Treasury Department began to evaluate the impact of the transaction in May 1963, and was unexpectedly severely criticized by conservative forces within Congress, and the assessment was once shelved. The turnaround comes from John Kennedy (Tongliao Khan
Lyndon Baynes Johnson
During the year and a half while waiting for the United States to give in, the Chinese Embassy in Switzerland and the Federal German Embassy in Switzerland achieved its first official contact. Although no agreement was reached on the establishment of diplomatic relations between the two countries, they all expressed that they would strongly support and promote private trade between the two countries. The transaction fruit of Hensher's export of high-power internal combustion engines to China was ripe, just waiting for the moment of landing.
In December 1965, China Technology Import and Export Corporation and the Federal German Henschel Company officially signed a contract, which stipulated that Henschel Company had the obligation to manufacture 4 4,000 horsepower hydraulic transmission internal combustion engines based on the DHG4000CC scheme before the end of 1966. This type of locomotive was formulated as NY5 diesel locomotive in China, where "N" represents internal combustion locomotive and "Y" represents hydraulic transmission , and the locomotive numbers are NY5-0001 to NY5-0004.The production is carried out by the Henschel locomotive factory in Kassel, Hesse, Germany, with production numbers 31.196 to 31.199. The biggest feature of the
NY5 internal combustion locomotive is that it adopts a dual-unit design. The locomotive is equipped with two sets of the same power transmission devices (two Daimler-Benz MB839Bb high-speed diesel engines and two sets of Voith L830rU hydraulic transmissions. The diesel engine calibration power is 2000 horsepower, the loading power is 1700 horsepower, and the calibration speed is 1450 rpm per minute). Each unit includes a diesel engine and transmission device, and any or both of them can be used as needed to work at the same time. Different gear mechanisms are responsible for switching between passenger mode and freight mode (the replacement needs to be done manually). The maximum speed of passenger buses can reach 160 kilometers per hour, and the maximum speed of trucks can reach 120 kilometers per hour.
NY5 diesel locomotive adopts a frame-bearing body with an all-steel welded structure. The welded body and frame together form a rigid overall load-bearing structure. The frame appearance is very similar to the TG-400 internal combustion locomotive sold by Henschel to the Soviet Union, and can be regarded as the development type of the TG-400 locomotive.
locomotive adopts a double-end driver's room and a double-sided symmetrical structure. The locomotive can be operated by either end of the locomotive according to the driving direction. However, since the inspection of the power chamber during the locomotive operation is not taken into account, the driver's room at both ends are connected by only one-sided channels (and because the passage on one side is omitted, the width of the NY5 diesel locomotive is narrower than that of other diesel locomotives). The interior of the vehicle body is divided into five parts: the first driver's room, the first power chamber, the transmission cooling chamber, the second power chamber, and the second driver's room.
NY5 diesel locomotive overall layout diagram
NY5 diesel locomotive has a master and deputy driver control table, electrical control cabinet , air brake valve, hand brake handwheel and other equipment. The first power chamber is equipped with a diesel engine, an electric main air compressor , and an auxiliary diesel engine for driving the auxiliary air compressor and auxiliary generator (when the locomotive is stopped and standby, the auxiliary diesel engine supplies auxiliary power and compressed air to prevent the main diesel engine from operating for a long time under no load); the second power chamber is equipped with another diesel engine and a preheating boiler. The space between the two bogies under the car body is hung with a fuel tank with a capacity of 7700 liters, two total air cylinders and battery pack.
Locomotive walking part is two three-axis bogies. The frame adopts a steel plate welded box structure. The axle axle box is positioned in a guide frame and is equipped with a tapered rubber shaft end buffer device. The weight of the car body is supported on the bogie through four-point bearings. It is equipped with a two-system suspension device, a series of suspensions are coiled springs on both sides of the axle box, and a parallel vertical hydraulic shock absorber. Traction and braking force are transmitted through the central low-level traction lever between the vehicle body and the bogie. Knoll air brake is used, each wheel pair is equipped with a brake cylinder, which performs double-sided brake shoes and brakes.
NY5 three-axle bogie of diesel locomotive
Germans executed the contract meticulously with unique and rigid rigorousness. By November 1966, all four NY5 diesel locomotives had been manufactured. Then, the high-speed operation test was completed in the high-speed railway section of Nuremberg to Bavaria (the maximum allowable speed of this section is 200 kilometers per hour), reaching the speed requirement of 160 kilometers per hour, and the test was a complete success. Then, the personnel sent by the Chinese side to sign the acceptance confirmation letter happily.
The NY5 internal diesel locomotive that just left the factory was made of milky white all over the body
for trial run. It also retains the production serial number of 31.196
The second view of NY5 internal diesel locomotive in the factory state drawn by the factory manager
When it just left the factory, the four locomotives were painted with milky white all over the body. After the test run, a blue "belt" was painted on the lower half of the car body and the China Railway logo was installed. In early 1967, four NY5 locomotives loaded from Hamburg Port in two batches and set off for China, and arrived at Tanggu Port in February 1967.
NY5 diesel locomotive technical data cover
NY5 diesel locomotive before departure
Diesel locomotive two views drawn by the factory manager of the NY5-0001 when he first arrived in China
4 NY5 models 44 NY5 models drawn by the factory manager After the internal combustion locomotive arrived in China, it was received by the Beijing Internal Combustion Locomotive Depot of the Beijing Railway Bureau in March 1967. Then, NY5-0003 was randomly drawn from the four locomotives to pull 13 bus cars. From May 4 to 6, the Beijing-Shenyang Railway and the Shenyang Railway were carried out in the high-speed operation from Beijing to Shenyang (no passengers were carried, only testers were carried, and several types of bus bogies were tested). The more than 840 kilometers of Beijing to Shenyang took 8 hours and 50 minutes to complete the itinerary of more than 840 kilometers from Beijing to Shenyang at that time, which was shortened by at least 2 hours compared with the famous 11/12 express train between Beijing and Shenyang at that time. The average operating speed was 100 kilometers per hour, and the maximum test speed was 157 kilometers per hour.
NY5-0003 locomotive
The most praised by drivers is the excellent braking performance of NY5 internal combustion locomotives. The hydraulic braking device of the locomotive can ensure that the train uses hydraulic braking when running at high speed, which can allow the train to slow down the speed smoothly and quickly when running at high speed. When the speed drops to a lower speed, use air braking to stop the train quickly.
Ministry of Railways expressed satisfaction with the test results. At the same time, in order to digest advanced hydraulic transmission technology, the NY5-0003 locomotive was transferred to Qingdao Sifang Locomotive Factory in July 1968. The General Administration of the Ministry of Railways Factory arranged relevant units to survey and map the Voith L830rU hydraulic transmission device and KB510 hydraulic brake used by NY5 internal combustion locomotives. At this time, the coatings of all four NY5 diesel locomotives have been replaced with green coatings (with white waistline) common to China Railway Locomotives.
NY5-0002 locomotive
The second view of NY5 internal combustion locomotive drawn by the factory director
Because the NY5 internal combustion locomotive performed well after it was put into operation, its strong and surging power made the Beijing Internal Combustion Locomotive Depot give it a very loud nickname - "High Horsepower". It was something I never dared to think about before to traction of express passenger trains at a speed of 100 kilometers per hour. "Big horsepower" is indeed "big horsepower", and it is indeed well-deserved. Out of satisfaction with the performance of NY5, China decided in 1970 to continue to order new high-power diesel locomotives (i.e., NY6 and NY7 diesel locomotives , which can be introduced in another article).
NY5 is rare at the beginning of its operation, and is mainly used for passenger train traction tasks from Beijing to Shanhaiguan (take the Jingshan Line) and Beijing to Zhangjiakou (take the Beijing-enclosed line). By the early 1970s, with the arrival of NY6 and NY7, and the domestically produced "Beijing" internal combustion locomotives were put into use in the late 1970s, NY5 was mainly used to traction passenger trains from the Beijing to Zhangjiakou section of Fengsha Railway. The NY5-0001 locomotive that tows passenger trains has been replaced by the traditional dark green painted
NY5 diesel locomotive in China Railway for its extremely high safety and reliability during operation. According to statistics on the use of hydraulic transmission locomotives in Beijing Internal Combustion Locomotives in 1980, the number of broken parts, temporary repair parts, and defect rate of locomotives per 100,000 kilometers of NY5 diesel locomotives are significantly better than the domestic Dongfanghong 3 and "Beijing" diesel locomotives. The parts maintenance cycle is generally five times longer than that of domestic locomotives, and the wear and replacement rate of accessories is also relatively low.
Dongfanghong3DD locomotive
BeijingDD locomotive
Graphics Locomotive
Graphics Locomotive
Graphics Locomotive
Graphics Locomotive
Graphics Locomotive
Graphics Locomotive DDD Locomotive
Graphics Locomotive
Graphics Locomotive
Graphics Locomotive
million diesel locomotives have to undergo an overhaul for every 600,000 to 700,000 kilometers traveled.From this point of view, the quality of the NY5 internal combustion locomotive is excellent.
However, since there is no factory in that can undertake the factory repair task of this type of imported diesel locomotive, all section repairs of the NY5 diesel locomotive since it was put into operation are contracted by the Beijing Internal Combustion Locomotive Section. Although some section repair projects are no longer different from factory repairs (such as plating and boring of the crankshaft spindle shell holes of diesel engines), a considerable number of projects cannot be solved by section repairs, resulting in many important parts of NY5 diesel locomotives not being repaired for a long time, posing a safety hazard to the locomotive operation.
In this regard, the Beijing Internal Combustion Equestrian Depot has tried to use domestic accessories instead of some imported accessories since 1967, such as using the fuel filter filter element produced by the Shanghai Auto Parts Factory. By 1980, the cylinder liner, pre-combustion chamber, main bearing shell and other frequently replaced parts of the NY5 internal combustion locomotive were basically "domesticized". However, due to the limited foreign exchange share of the country's distribution railway system every year, coupled with the increase in the price of original accessories, or the suspension of original accessories, NY5 internal combustion locomotives have been troubled by the lack of spare parts for a long time, and many parts have to be used overtime for a long time, seriously affecting driving safety.
1986, the locomotives NY5-0002 and NY5-0004 reached the end of their lives and were officially scrapped with the approval of the Ministry of Railways. At this time, the locomotives NY5-0002 drove 3.25 million kilometers and the locomotives NY5-0004 drove 3.24 million kilometers. The available components obtained from the disassembly are used to repair other "high-horsepower" locomotives, such as a bogie of the NY5-0004 locomotive was installed on the NY7-0023 locomotive in November 1987. At the same time, the locomotives NY5-0001 and NY5-0003 also withdraw from the front-line operation and are used for shunting machines in the Beijing Internal Combustion Equestrian Depot to pull small-operating trains.
car No. NY5-0003 used for shunting machines
In early 1990, car No. NY5-0001 was scrapped and dismantled by the Ministry of Railways; in early 1992, the last of the four strongmen, the last one of the four strongmen, was scrapped by the Ministry of Railways, but it was lucky that it was not dismantled immediately, but was sealed in the Kangzhuang Steam Locomotive Maintenance Library of Yanqing . After squatting there for 11 years, he was towed to the Nankou Locomotive Depot for renovation in September 2003. After restoring the appearance, it was handed over to the China Railway Museum for for preservation. It was identified as a national second-level cultural relic (the same batch of renovated steam locomotive FD-1979, the "Victory 3" steam locomotive SL-152 and the KD5 steam locomotive KD-373).
Locomotive No. NY5-0003 on display in the Locomotive Showroom of China Railway Museum
