In 1970, at the Kalinin Carriage Works, an experimental jet train - high-speed laboratory car (SVL). It should be noted that in the Soviet Union, the use of jet aircraft engines in transport was of great importance.
The body of the high-speed car was built on the basis of the ER22 motorized head car, which had a head and tail fairings, and undercarriage equipment and chassis closed on both sides by removable bulwarks.
Moreover, the cockpit, 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 path through two glass: the cockpit and the fairing.
The shape of the fairings was developed by Moscow State University and has a drag coefficient of 0.252. The car model was blown in a TsAGI wind tunnel.
As a matter of fact, Kazan Helicopters planned to build a super-high-speed jet train “Russian Troika” with these fairings. To reduce air resistance when driving at high speeds, the CA-3 automatic coupler is also closed by a removable fairing.
The ER22-67 head car was specially built by the Riga Carriage Works for SVL - that is, the drawings were ordinary, but special attention was paid to the quality of manufacture. The SVL was originally painted in ER22 colors: creamy 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 air springs of central suspension. Such bogies were previously rolled under the trailed cars of the ER22 electric trains.
The car is equipped disc brakes with pneumatic and electro-pneumatic control. There are sandboxes to increase the traction of the wheels with the rails when braking. On the roof of the car, at the head of the car, on a special pylon, two aircraft turbojet engines of the YAK-40 aircraft are installed, which create the necessary thrust for the car's movement. The weight of the two engines is less than 1 ton. Their maximum thrust force is 3000 kgf.
An aircraft engine control panel is installed in the driver's cab, as well as conventional brake and sandbox control devices. A diesel generator was mounted in the back of the car. The generator supplies power to the compressor motor, lighting fixtures, control circuits and electric furnaces. The wagon in equipped condition weighed 59.4 tons, including 7.2 tons of fuel (kerosene).
In 1971, the experimental car was tested on the Golutvin - Ozyory line of the Moscow road, where a speed of 187 km / h was achieved. Then, at the beginning of 1972, the carriage made trips on the Novomoskovsk - Dneprodzerzhinsk section of the Pridneprovskaya railway, where it gradually increased 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 investigate interactions in the wheel-rail system for future high-speed trains. The best fit for testing was a car that "rides by itself", without pushing off the wheels from the rails. It was not possible to hook a carriage to a locomotive, because in 1970 in the USSR there were no locomotives capable of keeping 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 outskirts of the Kalinin Carriage Works near the station. Doroshikha. There he is to this day ...
Today you won't surprise anyone with a high-speed train - the reality of our days is such that you can get from St. Petersburg to Moscow by rail in a little over 4 hours. And this is not the limit, because the design speed of the same peregrine falcon is 350 km / h, and at the moment it is limited to 250 only because of the canvas. But this high-speed train was designed in Germany, while in Russia such production is only planned. But the first thoughts about creating a train capable of developing high speeds appeared in the USSR back in 1970. Only the design was supposed to be fundamentally different - it was supposed to be a jet train.
In 1970, the Kalinin Carriage Works completed the manufacture of a jet locomotive, which was named SVL (high-speed laboratory car). The body of the high-speed car was built on the basis of the ER22 motorized head car, which had a head and tail fairings, and the undercarriage and chassis were closed on both sides by removable bulwarks.Moreover, the cockpit, 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 path through two glass: the cockpit and the fairing.
The shape of the fairings was developed by Moscow State University and has a drag coefficient of 0.252. The car model was blown in a TsAGI wind tunnel. As a matter of fact, Kazan Helicopters planned the construction of the super-high-speed jet train "Russian Troika" with these fairings. To reduce air resistance when driving at high speeds, the CA-3 automatic coupler is also closed by a removable fairing.
The ER22-67 head car was specially built by the Riga Carriage Works for SVL - that is, the drawings were ordinary, but special attention was paid to the quality of manufacture. The SVL was originally painted in ER22 colors: creamy 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 air springs of central suspension. Such bogies were previously rolled under the trailed cars of the ER22 electric trains.
The car is equipped with pneumatic and electro-pneumatic disc brakes. There are sandboxes to increase the traction of the wheels with the rails when braking. On the roof of the car, at the head of the car, on a special pylon, two aircraft turbojet engines of the YAK-40 aircraft are installed, which create the necessary traction force for the car's movement. The weight of the two engines is less than 1 ton. Their maximum thrust force is 3000 kgf.
An aircraft engine control panel is installed in the driver's cab, as well as conventional brake and sandbox control devices. A diesel generator was mounted in the back of the car. The generator supplies power to the compressor motor, lighting fixtures, control circuits and electric furnaces. The wagon in equipped condition weighed 59.4 tons, including 7.2 tons of fuel (kerosene).
In 1971, the experimental car was tested on the Golutvin - Ozyory line of the Moscow road, where a speed of 187 km / h was achieved. Then, at the beginning of 1972, the car made trips on the Novomoskovsk - Dneprodzerzhinsk section of the Dnieper 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 investigate interactions in the wheel-rail system for future high-speed trains. The best fit for testing was a car that "rides by itself", without pushing off the wheels from the rails. It was not possible to hook a carriage to a locomotive, because in 1970 in the USSR there were no locomotives capable of keeping 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 outskirts of the Kalinin Carriage Works near the station. Doroshikha. There he is to this day ...
Original taken from
🔆 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 of great importance.
The body of the high-speed car was built on the basis of the ER22 motorized head car, which had a head and tail fairings, and the undercarriage and chassis were closed on both sides by removable bulwarks. On the roof, this train was equipped with AI-25 turbojet engines used on the Yak-40 passenger aircraft.
Car length - 28 m. Weight - 59.4 tons (of which fuel - 7.2 tons). The maximum speed reached during the tests is 250 km / h.
The reason for creating such a locomotive unusual type there were ideas for organizing high-speed railway communication and further use of AI-25 aircraft engines, which had exhausted their aviation resource, but still suitable for further operation "on the ground".
From 1971 to 1975, the high-speed laboratory car of the SVL 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 investigate interactions in the wheel-rail system for future high-speed trains. The best fit for testing was a car that "rides by itself", without pushing off the wheels from the rails. It was not possible to hook a carriage to a locomotive, because in 1970 in the USSR there were no locomotives capable of keeping 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 much 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 LTS to the museum of railway equipment in St. Petersburg was considered, but the issue of the carriage was not resolved. The pneumatic chambers of the bogies were “sopreli”, and due to the state of the running gear, the transport speed of the car could not exceed 25 km / h. As a result, the carriage remained in the same place. Currently, a stele has been made from the front of the carriage in front of the KHP entrance.
In the USSR, the use of jet aircraft engines in transport was of great importance. In 1970, the Kalinin Carriage Works completed the manufacture of a jet locomotive, which was named SVL (high-speed laboratory car).
The body of the high-speed car was built on the basis of the ER22 motorized head car, which had a head and tail fairings, and the undercarriage and chassis were closed on both sides by removable bulwarks.
Moreover, the cockpit, frontal and rear walls of the ER22 have been preserved, the fairings are only "nozzles". It's funny that as a result, the driver looks at the path through two glass: the cockpit and the fairing.
The shape of the fairings was developed by Moscow State University and has a drag coefficient of 0.252. The car model was blown in a TsAGI wind tunnel.
As a matter of fact, Kazan Helicopters planned the construction of the super-high-speed jet train "Russian Troika" with these fairings. To reduce air resistance when driving at high speeds, the CA-3 automatic coupler is also closed by a removable fairing.
The ER22-67 head car was specially built by the Riga Carriage Works for SVL - that is, the drawings were ordinary, but special attention was paid to the quality of manufacture. The SVL was originally painted in ER22 colors: creamy 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 air springs of central suspension. Such bogies were previously rolled under the trailed cars of the ER22 electric trains.
The car is equipped with pneumatic and electro-pneumatic disc brakes. There are sandboxes to increase the traction of the wheels with the rails when braking. On the roof of the car, at the head of the car, on a special pylon, two aircraft turbojet engines of the YAK-40 aircraft are installed, which create the necessary traction force for the car's movement. The weight of the two engines is less than 1 ton. Their maximum thrust force is 3000 kgf.
An aircraft engine control panel is installed in the driver's cab, as well as conventional brake and sandbox control devices. A diesel generator was mounted in the back of the car. The generator supplies power to the compressor motor, lighting fixtures, control circuits and electric furnaces. The wagon in equipped condition weighed 59.4 tons, including 7.2 tons of fuel (kerosene).
In 1971, the experimental car was tested on the Golutvin - Ozyory line of the Moscow road, where a speed of 187 km / h was achieved. Then, at the beginning of 1972, the car made trips on the Novomoskovsk - Dneprodzerzhinsk section of the Dnieper railway, where the maximum speed gradually increased (160, 180, 200 km / h). The test result 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 best suited carriage "which goes by itself", not pushing off the wheels from the rails. It was not possible to hook a carriage to a locomotive, because in 1970 in the USSR there were no locomotives capable of keeping 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 outskirts of the Kalinin Carriage Works near the station. Doroshikha. There he is to this day ...
In the sixties, research began in our country on the topic of promising high-speed trains. It was assumed that such a technique could be useful in passenger transportation, allowing to reduce travel time. Promising 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 development new technology it was necessary to conduct appropriate 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, the aviation design bureau A.S. Yakovlev, and specialists from TsAGI were engaged in aerodynamic fairings. The plans of the industry leadership were the creation of locomotives and trains capable of speeds up to 200 km / h. Within the framework of this program, it was required to study a number of important issues.
It was proposed to start the research with the peculiarities of the interaction of the wheels of the train and the track when moving on 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, a specific problem arose in the early stages of the development of the prototype: to fully study the interaction of the wheel and rail, it was required to eliminate the distortions introduced into this system by the driving wheelset. The simplest solution to the problem of the lack of driving wheelsets was to manufacture a towed laboratory car. Nevertheless, at that time in our country there were no locomotives capable of accelerating an experimental car to the required speeds. Thus, it was required to build a completely new laboratory car with the required characteristics.
The requirements for the experimental machine said that it should be equipped with wheeled carts without transmission elements, and for movement it was necessary to use some other system. Based on the results of the discussions, the general appearance of the experimental machine was formed. A car with wheeled bogies borrowed from trailer cars and jet engines was supposed to participate in the tests. In theory, such a power plant could accelerate the car to the required speeds without transmitting torque to the wheels and without distorting the operation of the wheel-rail system.
Experimental project of the so-called. aerocar - a self-propelled railway vehicle using aircraft engines - received a simple and understandable name: SVL ("High-speed laboratory car"). Until the termination of work, the name of the project did not change.
Initially, it was proposed to build an experimental car on the basis of a motor car of the ER2 electric train, making serious changes to its design. As a power plant, it was proposed to use the RD-45 turbojet engines decommissioned by the Air Force, taken from the MiG-15 fighters. Such engines were considered obsolete for use in the Air Force, and their life was coming to an end. Despite this, the selected engines were suitable for use in a pilot project. Nevertheless, the initial version of the SVL air car turned out to be too complicated and expensive to manufacture, and besides, it had insufficient internal volumes to accommodate everything. necessary equipment... For this reason, another version of the project was developed.
As the basis for the experimental machine, the body and some units of the ER22 type motor car, built for the ER22-67 electric train, were chosen. It was proposed to install the body on wheeled bogies with air springs of central suspension, borrowed from a trailed car of the ER22-09 type. The AI-25 turbojet engines borrowed from the Yak-40 aircraft were chosen as the new power plant. The design bureau A.S. was involved in the development of the power plant with aircraft engines. Yakovleva, who had solid experience in such matters.
In 1970, the ER22 motor car body, built at the Riga Carriage Works, was sent to Kalinin. Kazan Helicopters specialists installed this unit on new wheeled bogies, and also installed a number of other units, including two turbojet engines. The engines were placed at the front of the hull above the roof and raised on a pylon. To protect the units of the air car from damage by the jet stream, the roof was reinforced with heat-resistant steel. In order to improve the aerodynamic characteristics, the head and tail of the car were equipped with special fairings.
It is noteworthy that the fairings were installed without dismantling the ER22 car's own units, but were mounted on top of them. Thus, in the driver's cab there were two sets of windshields at once, separated by a certain distance. The lower part of the hull sides and the undercarriage units were closed with removable bulwarks. TsAGI was involved in checking the aerodynamic characteristics of the new air car. The specialists of this organization tested 15 variants of fairings in a wind tunnel 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 the installation of all new units, the length of the air car reached 28 m. Due to the dismantling of a number of equipment, the curb weight of the car decreased from 66 to 59.4 t , including 7.2 tons of fuel for jet engines... The base car was equipped with two two-axle wheeled bogies connected with power plant... In the design of the SVL machine, other bogies were used that did not have any drives for wheel pairs. The carts were equipped with disc brakes with electro-pneumatic and pneumatic drives. Provided boxes for sand, intended to improve grip on the rails.
On the roof of the SVL, in its front part, there was a pylon of a characteristic T-shape, on which two AI-25 turbojet engines were mounted. The total weight of the structure did not exceed 1 ton. The engines had a thrust of 1500 kgf and were controlled from the driver's cabin using an aircraft-type control panel. For power supply of various onboard systems the laboratory car received a separate diesel generator.
The tests of the SVL air car started in 1971. The first test flights were carried out on the basis of the Moscow road, on the Golutvin-Ozyory line. During a large number of test trips, the "High-speed laboratory car" gradually increased its speed. During the first stage of testing, a maximum speed of 187 km / h was reached. Further increase in speed was impossible due to the characteristics of the line with a large number of turns and insufficiently long straight sections.
In 1972, the Pridneprovskaya railway, namely the Novomoskovsk-Dneprodzerzhinsk line, became the "testing ground" for testing. Again, the purpose of these tests was to collect information about behavior. various units... As before, the speed of movement was constantly increasing. SVL was able to accelerate to 249 km / h. An experimental aerial car could develop and high speedsHowever, such tests were not carried out due to the condition of the tracks.
The collected information made it possible to carry out a number of important calculations. In particular, it was found that the critical speed of the SVL carriage is 350 km / h. In addition, based on the collected data, experiments were carried out to study the stability of the movement of high-speed trains. To do this, the SVL was equipped with new wheelsets that had a working slope of the tread surface of 1:10 (previously, wheels with a slope of 1:20 were used), and also reduced the resistance to turning of the bogies. As a result of such modifications, the critical speed of the car decreased to 155-160 km / h. Experiments on the modified air car confirmed the correctness of the existing models and methods for calculating the chassis.
The information and experience gained during the STL project was actively used in a number of new projects of high-speed railway equipment. Certain developments and design techniques were used in the development of the ER200 electric train and the RT200 locomotive, designed to travel at speeds up to 200 km / h. The "High-speed laboratory car" project itself was closed in 1975 due to the fulfillment of all assigned tasks. Experts have tested the car and collected all the necessary information. Its further exploitation seemed inappropriate.
The only experimental prototype of the SVL in the 75th was driven to the Kalinin Carriage Works, where it stayed for the next several decades. Until the mid-eighties, the air car stood at one of the sites of the enterprise without work and maintenance. Some of its units were dismantled in the interests of the plant, some were taken away by careless employees. In the mid-eighties, the idea arose to re-equip an unnecessary experimental carriage for the needs of culture and education. They wanted to make a video salon out of SVL. According to reports, the car has received a new interior trim and some special equipment. Nevertheless, for certain reasons, the idea of \u200b\u200bcreating a video salon was never brought to its logical conclusion.
The SVL that nobody needed stood at the plant until the end of the 2000s. Since the end of the nineties, the issue of a possible transfer of the air car to the railway museum in St. Petersburg has been considered. The transfer did not take place, since the transportation of the dilapidated carriage was associated with a number of specific difficulties that no one wanted to deal with.
In 2008, the former Kalininsky and now Tver Carriage Works celebrated its 110th anniversary. In honor of the holiday, a commemorative stele was erected in the Car Building Square, located not far from the plant. For its manufacture, the head part with the casings of jet engines was separated and restored from the SVL air car. The rest of the units have been disposed of. The monument depicts a jet car leaving the tunnel. A few decades after the end of the tests, everyone had the opportunity to see, albeit not completely, a unique domestic development.
Based on materials from sites:
http://railblog.ru/
http://popmech.ru/
http://lattrainz.com/
http: //pro-electric trains.rf/
http://parovoz.com/
