Diesel-hydraulic 2 132 300
series locomotive
BEFORE RECONSTRUCTION
Diesel-hydraulic three-axle locomotive for shunting operations with a built-in two-stroke JW 600 diesel engine. Hydraulic transmission with mechanical intermediate transmission. Primary drive is provided with an elastic coupling and a primary cardan shaft.
Cooling fan is driven by means of cardan shaft; revolution number depends directly on diesel-engine revolution number. The locomotive is controlled via air equipment while
Diesel-hydraulic three-axle locomotive for shunting operations with a built-in two-stroke JW 600 diesel engine. Hydraulic transmission with mechanical intermediate transmission. Primary drive is provided with an elastic coupling and a primary cardan shaft.
Cooling fan is driven by means of cardan shaft; revolution number depends directly on diesel-engine revolution number. The locomotive is controlled via air equipment while
driving direction may be changed only when the locomotive is stopped. Electrical installation of the locomotive is 72 V.
AFTER RECONSTRUCTION
Diesel-hydraulic three-axle locomotive for shunting operations with a built-in four-stroke diesel engine. Primary drive is performed with a highly elastic coupling – cardan shaft connection. The fan is driven hydrostatically, and the fan rotates at a speed that depends on the temperature of the coolant, regardless of the diesel engine revolution number. Hydraulic transmission, intermediate transmission and axle transmissions have remained unaltered.
Diesel-hydraulic three-axle locomotive for shunting operations with a built-in four-stroke diesel engine. Primary drive is performed with a highly elastic coupling – cardan shaft connection. The fan is driven hydrostatically, and the fan rotates at a speed that depends on the temperature of the coolant, regardless of the diesel engine revolution number. Hydraulic transmission, intermediate transmission and axle transmissions have remained unaltered.
Daily fuel tank with feed pumps was removed from the locomotive, and the fuel supply was performed from the tank (approx. 30 l) into which the fuel from the locomotive main tank flows. The locomotive is controlled by two controllers that operate the control of the combination of electropneumatic elements. Driver’s cab has been thermally insulated, soundproofed and modernized with built-in new control desks, electrical cabinet and cabinet for auxiliary devices, ergonomically shaped seats, air conditioning and data recorder. Electrical installation of the locomotive was changed to 24 V.